Lehigh Valley Railroad.
All Time Locomotive Roster.
1853 - 1976
The Delaware, Lehigh, Schuylkill and Susquehanna Railroad Company was authorized by the State of Pennsylvania on April 21, 1846, and incorporated on September 20, 1847. Construction began in 1850 around Mauch Chunk, PA. The name was formally changed to the Lehigh Valley Railroad on January 7, 1853, which marks the beginning of the LVRR as we know it today.1

Compiling an "all time roster" for many railroads is virtually impossible, especially large railroads that began in the mid-19th century and lasted well into the 20th Century..the records going all the way back "to the beginning of time" might not exist, or the roster data is simply too large to find and organize. (Such as the New York Central for example.)

For many years I thought the same fate must befall the LV..No one could possibly know the *full* LV roster? could they? the full set of data probably doesn't even exist, or if it does, it is not complete in one list, but instead scattered in small bits and pieces in historical societies and college file cabinets all over the USA.

An LV "all time" roster has been attempted once before, published in "Bulletin No. 126, Lehigh Valley Issue" by the Railway and Locomotive Historical Society in April 1972. That LV roster list is sometimes said to be complete for all locomotives except the U23B's, (which arrived after it was published) However, while the authors might have thought they had a complete roster based on all the data they could find in 1972, it turns out they were missing a lot of data. That 1972 "Bulletin No. 126" roster lists a total of 133 LV steam locomotives before 1905, while the number on this roster is 1,123 locomotives before 1905.2
 
In 2009 I recieved an email from Mr. Allan Stanley, who has gathered an extensive roster list of many different railroads over the years. Allan sent me an excel file listing nearly every LV steam locomotive! The list was originally compiled by Gene Connelly. Allan gave me permission to use the list as the beginning of this webpage..Thank you Allan and Gene!

Other primary sources for the steam roster include an amazing 97 page list, an actual LVRR document, that chronicles the 1905 renumbering, what locomotives were renumbered, old and new numbers, etc, and it was also updated as new locomotives came along. It is essentially the LV's own record of its steam locomotive roster from 1905 to the end of steam in 1951! an amazing resource.. This list was shared by John Wilkes Rendle for this project, (yes, he is named after the LV passenger train! :) and it is from the collection of his father, Wade F. "Spike" Rendle. Wade was a LV employee, and saved the list from the Sayre Shops when the shops closed down. Thank you Wade and John!

Diesel roster information for the LV has been much better known, and the sources for the full Diesel roster data can be found at the bottom of this page. For diesels that existed in 1976, this page will simply list where the locomotives went on April 1, 1976 (Conrail, D&H, etc) However this page wont go into great detail about the locomotives individual histories from 1976 to the present. For that data, please see the Lehigh Valley Railroad Survivors page.

Errors likely exist in this roster, it's inevitable..as errors are found, I will gladly correct and update this roster,
so as always, comments and corrections are welcome! email link is at the bottom of this page.

With that, I give you The All-Time Locomotive Roster of the Lehigh Valley Railroad!, compiled by locomotive type, and in rough consecutive order.
thank you,
Scot Lawrence, Sayre PA, Waverly NY & Rochester NY.
(born in Sayre! :) proud to be a Valley native.)
...................







Table of Contents.
Click links in the table below to go straight to that section.
then at the bottom of each locomotive section is a link to return here.
Steam:



Diesel:





0-4-0
 0-6-0
 0-8-0
Alco
EMD
 Baldwin GE Other Gas\Electric
2-2-0
 2-4-0
 2-6-0
 2-8-0
 2-10-0
 HH300
 SW
 VO1000
 44ton
 Boxcabs
 LS-E25A
2-2-2
2-6-2
 2-8-2
 2-10-2
 HH600
 NW1
 DRS44-15
 U23B
 RDC
 Mack

2-4-4


HH660
 NW2
 DS44-10

Doodlebugs

4-4-0
 4-6-0
 4-8-0
S1
 SW1
 S12

Model 60

4-4-2
 4-6-2
 4-8-2
S2
 SW7






4-8-4
S4
 SW8








FA1
 SW8m








FA2
 SW9








PA
 SW900m








RS2 & RS3
 FT








RS11 F3








C420 F7








C628 GP9



Dorothy




GP18



Inspection




GP38AC



0-6-6-0




GP38-2


Roster Total
Sayre Shops



Early diesel
paint schemes.



1976

Or you can keep scrolling down to read the page "in order"

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Before we get started, some notes on how this roster is arranged..
The original Gene Connely excel file2 was arranged so that every *road number* had its own row in the file.
However, in the early days of the LV, locomotives were  renumbered several times..it was not uncommon for one individual locomotive to have two, three, even four different road numbers during its career with the LV.

While this is a great way to record all the data in one large excel file, when the chart was sorted by road number, multiple entries for the same locomotive could be hundreds of rows apart! this could be confusing, because the same locomotive is listed multiple times in the chart, but not in the same place in the chart..but if I sort by builders number, the multiple rows for one locomotive come together, like this:



Notice that there are 6 rows of data..but those 6 rows are only two individual locomotives!
Two Baldwin 4-8-0's built in 1888, builder numbers 9036 and 9037.
They were originally LV road numbers 601 and 602,  renumbured to 487 and 488 in 1891,
then  renumbured again to 60 and 61 in 1905.

A main goal for this webpage was to reduce those lines of data so that each locomotive has ONE and only one row on this roster, so that each locomotive is represented only once. But I also want to retain all the  renumbering data. How to record the  renumberings? at first I thought it seemed logical to record the "first" and "original" number in the "road number" column (2nd column on this webpage)..but after some thought, I decided recording the "last" and "final" number in that space made more sense..because the 1905 renumbering was the "main"  renumbering event for locomotives that existed during the 1905 transition, (and it was the numbering system used until the end of the LV steam era in the early 1950's)..the 1905 number was often the final number for that locomotive, and its the number that most people "recognize" that locomotive by..it's the number many steam locomotives carried to the end of their career in the 1930's, 40's and 50's. Therefore that number (for locomotives that existed on the roster during that 1905 transition) will have the 1905 number recorded as the "main" number in the 2nd column, and the full number sequence will go in the "notes" column.

The quickest and easiest way to find a particular locomotive on this webpage is to simply do a search for it by hitting "ctrl-F" and entering the locomotive number or name. The road numbers are a bit jumbled early-on, but the LV got more organized after 1905, and especially into the mid-20th Century, and as a consequence this roster page also gets more organized and easier to follow as time progresses.

Concerning the very last column, with the dim grey numbers..these are consecutive numbers from 1 to 2,209 running down the entire length of the roster..these are *not* the exact consecutive number that a specific locomotive arrived on the LV roster! (that information would probably be truly impossible to work out!) instead they are merely numbers to record the total number of LV locomotives that existed..Also, this page is organized by wheel arrangement and locomotive type..simply because I felt that made the most sense for organizing the data..but, for example, many 2-8-0's were built and delivered over many years, and other wheel arrangements were also introduced during those same years..So this webpage is arranged in the approximate order a wheel arrangement (or diesel model) was first introduced..but it is in no way exactly consecutive by individual locomotive..hope that makes sense!

some definition of terms, example:

nee Beaver Meadow RR No. 7 - to LV 6 -  ren'71 201 - scr'77
nee = original owner and number.
ren '71 201 =  renumbered in '71 to number 201
scr '77 = scrapped in '77.
reb '78 =  rebuilt '78

(there is little danger in confusing 1871 with 1971, the locomotive will make it obvious which century is indicated..However I will probably type in all the 18xx and 19xx full years anyway, just for future clarity.)

When you see a "W" after the wheel arrangement, such as "4-4-0W", the "W" stands for "Wootten"..as in "Wootten Firebox"..and the "W" also indicates the locomotive was a Camelback, or "Mother Hubbard" type, with the cab straddling the middle of the boiler.


...................






Early numbering of LVRR Locomotives:

During the early years of the LV, the railroad's managers adopted a simple numbering scheme, which many railroads of the time used: Simply number locomotives in consecutive order, as they arrive, regardless of locomotive wheel arrangement, size or use! Locomotives were *mostly* numbered this way for several decades, with some gaps in the sequence, and numbers were also re-used as older locomotives were retired.

The LV began operations in 1853, records indicate the LV possibly used only one locomotive during those first few years of construction, the Beaver Meadow Railroad's "Hornet" #7.2 There might have been other locomotives leased for construction, but if so, they have not been recorded. It is known the "Hornet" became LV #6 in 1855.2

The LV's First Eight locomotives, in 1855, looked like this:

LV No. 1   0-8-0  Baldwin  1855  "James M. Porter"
LV No. 2   0-8-0  Baldwin  1855  "Asa Packer"
LV No. 3   4-6-0  Norris     1855  "Henry King"
LV No. 4   4-6-0  Norris     1855  "Robert H. Sayre"
LV No. 5   4-4-0  Norris     1855  "Delaware"
LV No. 6   4-4-0  P&R       1848  "Hornet"  - the former Beaver Meadow #7.
LV No. 7   4-4-0  Norris     1855  "Atlantic"
LV No. 8   4-4-0  Norris     1855  "Pacific"

All were built new for the LV in 1855 except for No. 6, who was seven years old in 1855. As you can see, the numbers are simply "in order" with no regard for wheel arrangement. Many railroads did this early-on, and in these early days, there was not yet any real need for classifications by wheel arrangement..that would come later.
Numbers 9,10,11 & 12 arrived the following year in 1856, then, for reasons unknown, the LV began a
"100 series" 3-digit numbering scheme in 1856, (only the second year of the LV's existence) starting with locomotives 101, 102 and 105..all 4-4-0's..but what about 103 and 104? they didn't arrive until 1857 and 1870! even so, did the LV perhaps mean the "100 series" to be all one wheel arrangement? only 4-4-0's perhaps? no, because 108-112 were 0-6-0's new in 1861 and 1862, then number 113 was a 4-6-0, followed by number 114, another 0-6-0...meanwhile, 2-digit locomotive numbers continued to be assigned as well..Locomotive numbers from 1 to 99 were filled in through the 1850's and 1860's, of 0-6-0, 0-8-0, 4-4-0, 4-6-0, 2-6-0, and 2-8-0 wheel arrangements.

So there was no real rhyme or reason to LV numbering practice through the 1850's and 1860's, other than mostly numbering in order as new locomotives arrived,  from 1 to 99 from 1855 through the 1860's, and from 101 and up, starting in 1856 through the 1860's..

Also during this era, the LV was buying locomotives from many different builders, and the railroads own shops were also building locomotives essentially independently of each other..there was not yet any "system wide" standardization..that would not come until 1905.

This system of consecutive numbering continued mostly intact, with little regard for wheel arrangement, starting in the 1850's and continuing through the 1890's as locomotives filled out the 100, 200, 300, 400 number series, continuing up to the 800 series by 1899!

By the end of 1905, approximately the first half-century of the railroad's existence, the LV had acquired over 1,150 locomotives!2 (although obviously many had been retired by 1905) The LV's annual report of 1905 lists the active roster at 747 locomotives on June 30, 1905.
 
There were several  renumbering episodes during the 1870's and 1880's, in an effort to better organize the roster..but it wasnt until 1905 that a major system-wide locomotive policy was put in place, with  renumbering of nearly all locomotives, the creation of classes based on wheel arrangement, and the adoption of a future motive power policy based on only four locomotive types.

A section about the 1905 renumbering is below.


...................









4-4-0 American
       Built 1848 - 1895
Rostered 1853 - 1929


                                                                      LV No. 5 the "Delaware" - 1855           Photographer unknown.             


                                   "Evangeline" - Built by LV Delano shops, 1871.     Photographer unknown.
Later rebuilt into inspection locomotive No. 6



                                              LV No. 104 the "W.H. Sayre" - 1876                       LVRR Photo



                                                  LV No. 659 - 1895                     Baldwin Builders photo - 1896


The Classic "American" type 4-4-0 was the primary locomotive type for nearly all railroads of the 1840's, 1850's and 1860's, being used on both passenger and freight trains. The LV was no exception.

The very first locomotive owned by the LVRR is sometimes said to be the "Delaware", a 4-4-0 locomotive built by the Richard Norris & Sons company in Philadelphia in 1855. (several locomotives were purchased in 1855, these are believed to be the first new LV locomotives, see above for more detail on the first LV locomotives of 1855.)

The "Delaware" may well be the first new locomotive purchased by the LV, but the LV technically came into existance, with the name "Lehigh Valley Railroad" in 1853, and records indicate they had at least one locomotive on the roster in 1853 as construction began, before the "Delaware" arrived 2 years later.

The first true "Lehigh Valley Railroad Locomotive Number 1" was 0-8-0 Number 1, purchased new in 1855. although this #1 probably wasn't technically the "first LV locomotive", it was simply the first number 1.

A total of 182 4-4-0 locomotives are known to have been on the LV roster.
178 built new as 4-4-0's, plus three ten-wheelers that were  rebuilt as 4-4-0's.2
and one mogul that was  rebuilt as a 4-4-0.2
(listed under the ten-wheeler and mogul sections)

As a type, they served 81 years on the roster.
The first was built in 1848 (and was on the first LV roster in 1853), the last were built in 1895.

The last five were 4-4-0 Camelbacks, and being the most modern passenger power in early 1896, pulled the Black Diamond Express in the first few weeks of the trains existence, until the first Atlantics arrived later that year to bump them from the train.

97 4-4-0's were still on the roster in 1905, and received new 4-digit numbers during the 1905  renumbering.
and the last recorded scrapping of 4-4-0's was in 1929, when numbers 2642 and 2707 were scrapped.

Scroll for the entire 4-4-0 Roster:


Road
No.
 Year
blt.
 Type Class Builder b/n Notes
1
 6 (2nd) 1848
 		4-4-0
P&R
named "Hornet" nee Beaver Meadow RR No. 7
to LV 6 in 1865 -  ren 1871 201 - scr 1877
2
 5 (1st) 1855
 4-4-0
Norris
 744
 named "Delaware" - gone by  1874
3
 7
 1855
 4-4-0
Norris
 745
 named "Atlantic" -  reb. Weatherly  1873 - gone by  1873
4
 2555
 1855
 4-4-0
Norris
 746
 named "Pacific" - nee LV 8 -  reb. Weatherly 1873
sold 1872 to P&NY No. 8? -  ren 1905 to 2555
5
 10
 		1856
 		4-4-0
LV BeM 
named "Baltic" - gone by 1874
6
 		12
 		1856
 		4-4-0
T renton
named "New Jersey" -  reb 1872
7
 		101
 		1856
 		4-4-0
LV Hazleton
named "Wyoming" - scrapped by 1870
8
 		102
 		1856
 		4-4-0
LV Hazleton
named "Oneida" - scrapped by 1876
9
 		105
 		1856
 		4-4-0
LV Hazleton
named "Cayuga" - scrapped by 1870
10
 		2512
 		1856
 		4-4-0
Mason
 		43
 		named "Reliance" - nee LV 9 -  reb 6/1875
  reb 11/1894 -  ren 1905 2512
11
 		2557
 		1856
 		4-4-0
Mason
 		51
 		named "E.A. Packer" - nee LV 11 -  reb 4/1869
  reb 7/1884 -  ren 1905 2557
12
 		13
 		1857
 		4-4-0
T renton
named "Pennsylvania" -  reb 1873 -  reb 1887 - gone by 1905
13
 		18
 		1857
 		4-4-0
A. Pardee
named "Seneca" - scrapped by 1874
14
 		104
 		1857
 		4-4-0
LV Hazleton
named "Ontario" - scrapped by 1876
15
 		106
 		1859
 		4-4-0
LV Hazleton
named "Champlain" - scrapped by 1876
16
 		23
 		1859
 		4-4-0
Cooke
 		146
 		named "Monocacy" - gone by 1905
17
 		24
 		1859
 		4-4-0
Cooke
 		147
 		named "Little Lehigh" -  ren 1862 202
18
 		107
 		1861
 		4-4-0
LV Hazleton
named "Huron" - scrapped by 1871
19
 		33
 		1862
 		4-4-0
Baldwin
 		1062
 		named "Wyoming" -  ren 1872 to P&NY #219 - scrapped 1895
20
 		2596
 		1864
 		4-4-0
NJLW
 		385
 		named "Henry King" and "Niagara"  reb 1870,
 reb 1893
nee NJ Southern #9, to LV 3 (2nd),  ren 1905 2596
21
 		2626
 		1864
 		4-4-0
Baldwin
 		1228
 		named "Delano" and "David Clark"  reb 5/1885 at Delano.  nee Lehigh & Mahoney #3,  to LV 66,
 ren 1905 to 2626
22
 		2627
 		1864
 		4-4-0
Norris
 		1194
 		named "Junction" -  reb3/1885 at Delano.
nee Lehigh & Mahoney #4, to LV 67,  ren 1905 2627
23 49
 1864
 4-4-0
Mason
 176
 named "Centralia" - exploded 11/1/1874
24
 47
 		1865
 		4-4-0
Mason
 		194
 		named "Antelope" - gone by 1888
25
 48
 		1865
 		4-4-0
Mason
 		195
 		named "Reindeer" - retired 1888
26
 68
 		1865
 		4-4-0
Baldwin
 		1393
 		named "Centerville" -  reb 1875
nee Lehigh & Mahoney #5 - to LV 68 - retired 5/1885
27
 2551
 		1866
 		4-4-0
McKay
 		34
 		nee LV 61 -  ren 1905 2551 - scr 1912
28
 56
 		1866
 		4-4-0
McKay
 		31
 		named "Gazelle" -  ren 1872 to P&NY 220 - gone by 1905
29
 84
 		1868
 		4-4-0
LV S. Easton
named "Anthracite"  reb 2/1880, gone by 1905
30
 2520
 		1868
 		4-4-0
LV S. Easton
named "W.W. Longstreth" - nee LV 94
  ren 1872 to P&NY 223 -  ren 1905 2520
31
 2539
 		1868
 		4-4-0
Norris
 		1218
 		named "Eagle" - nee LV 93 -  ren 1872 to P&NY 222
  reb6/1885 -  ren 1905 2539 - scrapped 11/1911
32
 17
 		1869
 		4-4-0
LV Wea
named "Beaver" -  reb7/1885 - gone by 1905
33
 136
 		1869
 		4-4-0
LV Wea
named "Senator" - gone by 8/1891
36
 449 1870? 4-4-0?
??
 ??
 ??
37
 901
 		1870
 		4-4-0
Hinkley
 		990
 		nee EC&N #1, to LV 901 - gone by 1905
38
 902 1870 4-4-0
Sch 645 nee EC&N #2, to LV 902 - gone by 1905
39
 903 1870 4-4-0
Sch 647 nee EC&N #3 (2nd), to LV 903 - gone by 1905
40
 137
 		1870
 		4-4-0
LV Wea
named "Weatherly" -  ren 1874 228
41
 138
 		1870
 		4-4-0
LV Wea
named "Coleraine" -  reb 8/1884
42
 139
 		1870
 		4-4-0
LV S. Easton
named "South Easton" -  reb 5/1890
43
 140
 		1870
 		4-4-0
LV S. Easton
named "Glendon" -  reb7/1885, gone by 1905
44
 228
 		1870
 		4-4-0
LV Wea
named "Weatherly"
45
 2610
 		1870
 		4-4-0
LV Del
nee LV 147,  ren 1905 2610 - scrapped 12/1909
339
 475
 1870
 4-4-0
Taunton
 491
 named "Auburn", nee SCRR 20, to LV in 1886, gone by 1905
925
 476
 1870
 4-4-0
Taunton
 192
 named "Owego" - nee SCRR 25, to LV in 1886, gone by 1905
46
 6 (4th) 1871
 		4-4-0
LV Del
named "Evangeline" nee LV 148,  ren 1905 2611 -  rebuilt 1913, at Sayre, into inspection locomotive #6, Scr 3/1917
47
 2680
 		1871
 		4-4-0
LV Wea
named "Ario Pardee" - nee LV 159,  reb 9/1890 -  ren 1905 2680
48
 2532
 		1871
 		4-4-0
LV Wea
named "J.G. Fell" nee LV 160,  reb8/1889,  ren 1905 2532, scr 1907
49
 2528
 		1871
 		4-4-0
Portland
 		201
 		nee EC&N #7 - to LV 907-  ren 1905 2528 - scrap 10/1910
50
 2541
 		1871
 		4-4-0
Baldwin
 		2336
 		named "C.F. Wells" nee LV 203,  reb 8/1889,  ren 1905 2541
scrapped 5/1910
51
 2542
 		1871
 		4-4-0
Baldwin
 		2337
 		named "V.E. Piollet" nee LV 204,  reb 10/1889,  ren 1905 2542
scrapped 4/1905
52
 2543
 		1871
 		4-4-0
Baldwin
 		2396
 		nee GI&S #1, to LV 524,  ren 1905 2543, scrapped 9/1910
53
 2544
 		1871
 		4-4-0
Baldwin
 		2429
 		nee GI&S #2, to LV 525,  ren 1905 2544, scrapped 11/1912
54
 2545
 		1871
 		4-4-0
Baldwin
 		2430
 		nee GI&S #3, to LV 526,  ren 1905 2545, scrapped 3/1913
55
 2546
 		1871
 		4-4-0
Baldwin
 		2435
 		nee GI&S #4, to LV 527,  ren 1905 2546, scrapped 10/1910
56
 450 1871 4-4-0
Mason 431
 		named "Cortland" nee SCRR 35 to LV in 1886, gone by 1905
35
 448 1871 4-4-0
Rogers 1940 named "Tompkins" nee SCRR 30, to LV in 1886, gone by 1905
34
 464
 1872
 4-4-0
Mason
 449
 named "Bradford" nee SCRR 40, to LV in 1886, gone by 1905
57
 465 1872 4-4-0
Rogers 2096 named "C.C. Dennis" (2nd) nee SCRR 55 to LV in 1886, gone by 1905
58
 2569?
 		1872
 		4-4-0
LV S. Easton
named "Asa Packer"(2nd) -  reb3/1886,  reb11/1891?   ren 1905 2569?
59
 178
 		1872
 		4-4-0
LV Hazleton
named "Tomhicken"  ren 1874 to P&NY #236,  reb10/1886 - gone by 1905
60
 2569
 1872?
 4-4-0
LV S. Easton
ex LV No. 2?  ren/1905 2569, scr 11/1912
61
 1290
 		1873
 		4-4-0
LV Hazleton
named "B.G. Markle"  reb12/1890,  reb12/1896,  ren 1905 1290
62
 2650
 		1873
 		4-4-0
LV Hazleton
named ? - nee LV 105,  reb9/1890,  ren 1905 2560
63
 194
 		1873
 		4-4-0
Mason
 		513
 		named "Raritan"  ren 1874 to P&NY 237, to GI&S #10
64
 2598
 		1874
 		4-4-0
LV S. Easton
named "David Laury" nee LV 5 (2nd),  reb 7/1883,  ren 1905 2598 - scrapped 3/1917
65
 2523
 		1874
 		4-4-0
Portland
 		301
 		nee EC&N #5, to LV 905,  ren 1905 2523, sold 10/1905 to ?
66
 534?
 		1874
 		4-4-0
Baldwin
 		3602
 		nee GI&S #11, probably not relettered to LV 534,
sold 1889 to Nittany Valley Railroad (#2?)
67
 534
or 535?
 		1874
 		4-4-0
Baldwin
 		3604
 		nee GI&S #12, could be LV 535 if cn. 3602 became 534
68
 239
 		1874
 		4-4-0
Baldwin
 		3628
 		named "Robt. Lockhart"  ren  1874 to P&NY #239
deliv. direct to P&NY, not LV 239, sold 1894 to
Erie & Central NY #2.
69
 2537
 		1874
 		4-4-0
Baldwin
 		3631
 		named "Thos. Desmond"  ren 1874 to P&NY #238
deliv. direct to P&NY, not LV 238,  ren 1905 2537, scrap 9/1909
70
 251
 		1875
 		4-4-0
LV Wea
named "R.A. Packer" -  ren 1876 to P&NY 251, gone by 1905
71
 303
 		1875
 		4-4-0
LV Wea
named "Chas. Hartshorne", gone by 1905
72
 304
 		1875
 		4-4-0
LV Wea
named "Robt. A. Packer", gone by 1905
73
 2533
 		1875
 		4-4-0
LV Wea
named "David Thomas" nee LV 305,  reb 10/1890,  ren 1905 2533
74
 306
 		1875
 		4-4-0
LV Wea
named "Ashbel Welch" gone by 1905
75
 307
 		1875
 		4-4-0
LV S. Easton
named "Wm. H. Gatzman" gone by 1905              
76
 104
 		1876
 		4-4-0
LV Hazleton
named "W.H. Sayre" gone by 1905                     
77
 308
 		1876
 		4-4-0
LV S. Easton
named "America" gone by 1905
78
 309
 		1876
 		4-4-0
LV S. Easton
named "Chas. B. Cummings" gone by 1905
79
 201
 		1877
 		4-4-0
LV Wilke
named "J.P. Cox" gone by 1905
80
 334
 		1877
 		4-4-0
LV Wea
named "Wm. B. Mack" gone by 1905
81
 335
 		1877
 		4-4-0
LV Wea
named "James L. Blackslee" gone by 1905
82
 3 (3rd) 1877?
 4-4-0
LV Hazleton?
named "W. Stevenson" nee LV 202,  ren 1905 2578.  rebuilt 9/1913 at Sayre into inspection loco LV 3 (3rd), and scrapped 1916. 
83
 252
 		1878
 		4-4-0
LV Wilke
named "A.W. Stegman"  ren'? to P&NY 252, gone by 1905
84
 14
 		1879
 		4-4-0
LV S. Easton
named "Catasauqua" (2nd), gone by 1905
85
 2535
 		1879
 		4-4-0
Brooks
 		351
 		nee EC&N #6 or #8, to LV 906 or 908,  ren 1905 2535, scrp 1910
86
 2522
 		1879
 		4-4-0
Brooks
 		352
 		nee EC&N #4 (2nd), to LV 904,  ren 1905 2522
sold 10/1906 to New York Auburn & Lansing #2
87
 910
 1879?
 4-4-0
Hinkley?
 1287?
 nee EC&N #10, gone by 1905
88
 2658
 		1880
 		4-4-0
LV Del
named "A. Mitchell" -  reb6/1890,  ren 1905 2658
89
 2564
 		1880
 		4-4-0
LV Del
named "A.G. Broadhead Jr." nee LV 359,
  reb11/1891,  ren 1905 2564
90
 360
 		1880
 		4-4-0
LV Del
named "H.E. Packer" gone by 1905
91
 2564
 		1880
 		4-4-0
LV Del
nee LV 359,  ren 1905 2564, scrap 3/1913
92
 2658
 		1880
 		4-4-0
LV Del
nee LV 341,  ren 1905 2658, scrap 2/1917
93
 2636
 1880?
 4-4-0
LV Wilke?
named "J.R. Fanshawe",  reb 5/1890,  ren 1905 2636
94
 361
 1880?
 4-4-0
LV Del?
named "Fred Mercur"  reb 8/1891, gone by 1905
95
 285
 		1881
 		4-4-0
Baldwin
 		5796
 		nee State Line & Sullivan #3. to LV 285 in 1884. gone by 1905
96
 2576
 		1882
 		4-4-0
LV Wilke
named "Wm. Conyngham" nee LV 382,  ren 1905 2576 - scrapped 6/1906
97
 265
 		1882
 		4-4-0
Baldwin
 		6418
 		named "Grover Cleveland" nee P&NY 265, gone by 1905
98
 2579
 		1882
 		4-4-0
Baldwin
 		6421
 		named "Howard Elmer" - nee P&NY 266,  ren 1905 2579 - scrapped 5/1910
99
 2562
 		1883
 		4-4-0
LV Del
named "Hiawatha" - nee LV 384,  ren 1905 2562
100
 2629
 		1883
 		4-4-0
LV Del
named "I.W. Morris" nee LV 385,  ren 1905 2629
101
 2630
 		1883
 		4-4-0
LV Del
named "Alonzo P. Blakslee" nee LV 386,  ren 1905 2630
102
 4 (2nd) 1883
 		4-4-0
Baldwin
 		6542
 		named "Robt. Pattison" nee P&NY 267,  ren 1905 2580. -   rebuilt 1913 at Sayre to Inspection loco #4. scrapped 1918.
103
 5 (3rd) 1883
 		4-4-0
Baldwin
 		6543
 		named "Rich. Elmer" nee P&NY 268,  ren 1905 2581. -   rebuilt 1913 at Sayre to Inspection loco #5. scrapped 1915.
104
 269
 		1883
 		4-4-0
Baldwin
 		6627
 		nee P&NY 269, (was never LV 269) gone by 1905
105
 2566
 		1883
 		4-4-0
Baldwin
 		6630
 		nee P&NY 270,   ren 1905 2566, scrapped 9/1915
106
 2582
 		1883
 		4-4-0
Baldwin
 		6672
 		nee P&NY 272,   ren 1905 2582, scrapped 3/1913
107
 2567
 		1883
 		4-4-0
Baldwin
 		6673
 		nee P&NY 271,   ren 1905 2567, scrapped 10/1915
108
 2583
 		1883
 		4-4-0
Baldwin
 		6685
 		nee P&NY 273,  ren 1905 2583, scrapped 10/1905
109
 2584
 		1883
 		4-4-0
Baldwin
 		6686
 		nee P&NY 274,  ren 1905 2584, scrapped 9/1916
110
 2634
 		1884
 		4-4-0
LV Wilkes
named "Elisha Hancock" nee LV 383,  ren 1905 2634
111
 2591
 		1884
 		4-4-0
LV S. Easton
named "H.S. Goodwin" nee LV 421,  reb1/1893,  ren 1905 2591
112
 2520
 		1884
 		4-4-0
LV Sayre
nee LV 223,  ren 1905 2520, scrapped 4/1905
(first 4-4-0 (of four) built in Sayre.
113
 2634
 		1884
 		4-4-0
LV Wilkes
nee LV 383,  ren 1905 2634, scrapped 8/1916
114
 909
 		1884
 		4-4-0
Cooke
 		1568
 		nee EC&N #9, to LV 909 in 1896, gone by 1905
115
 2587 1885
 		4-4-0
LV Sayre
named "G.M. Diven" nee LV 218,  ren 1905 2587.
116
 2550
 		1885
 		4-4-0
LV S. Easton
named "Alaska",  ren 1905 2550
117
 68
 		1885
 		4-4-0
LV Del
named "Phillip Hoffecker" gone by 1905
118
 2638
 		1885
 		4-4-0
LV Wea
named "John M. Rahn" nee LV 34,  ren 1905 2638
scrapped 11/1923
119
 2510
 1885?
 4-4-0
LV Hazleton?
named "W.C. Anderson", nee LV 400,  reb3/1894,  ren 1905 2510
120
 422
 		1886
 		4-4-0
LV S. Easton
named "John B. Garrett" gone by 1905
121
 2602
 		1886
 		4-4-0
LV S. Easton
named "Chas. O. Sheerr" nee LV 423,  reb 9/1896,
  ren 1905 2602, scrapped 9/1916
122
 2599
 		1886
 		4-4-0
LV S. Easton
named "James Donnelly" nee LV 424,  reb2/1894,
  ren 1905 2599, scrapped 8/1916
123
 2572
 		1887
 		4-4-0
LV S. Easton
named "Wm. H. Rathburn" nee LV 370,  ren 1905 2572 - scrapped 9/1910
124
 2612
 		1887
 		4-4-0
LV Del
named "L. chamberlain" nee LV 406,  ren 1905 2612, scr 5/1910
125
 2613
 		1887
 		4-4-0
LV Del
named "John R. Fell" nee LV 407,  ren 1905 2613, scr 7/1914
126
 2713
 		1887
 		4-4-0
LV S. Easton
named "Rollin H. Wilbur" nee LV 425,  ren 1905 2713, - scrapped 6/1918
127
 437
 		1887
 		4-4-0
LV Hazleton
named "Wm. H. Sayre" (2nd) gone by 1905                         
128
 2639
 		1887
 		4-4-0
LV Wea
named "President", nee LV 461,  ren 1905 2639, scr 11/1912
129
 2571
 		1888
 		4-4-0
LV S. Easton
nee LV 47,  ren 1905 2571, scrapped 9/1909
130
 371
 		1888
 		4-4-0
LV S. Easton
named by "J.H. Wilhelm" gone by 1905
131
 2573
 		1888
 		4-4-0
LV S. Easton
named "W.A. Ingham" nee LV 372,  ren 1905 2573, scr 10/1925
132
 388
 		1888
 		4-4-0
LV Del
named "Wm. C. Norris", gone by 1905
133
 2651
 		1888
 		4-4-0
LV Hazleton
named "Wm. Brockie" nee LV 440,  ren 1905 2651, scr 9/1914
134
 2662
 		1888
 		4-4-0
LV Wea
named "S. Drinker" nee LV 463,  ren 1905 2662, scr 6/1923
135
 2652
 		1888
 		4-4-0
LV Hazleton
named "John Campbell" and/or "Audenried" nee LV 471
  ren 1905 2652, scrapped 6/1923
136
 2
 		1889
 		4-4-0
LV S. Easton
nee LV 551,  ren 1905 2701.  rebuilt 5/1906 at S. Easton to Inspection loco #2. scrapped 1916.
137
 2593
 		1889
 		4-4-0
LV Wilke
named "Albert E. Lewis" nee LV 7,  ren 1905 2593
scrapped 5/1911
138
 2700
 		1889
 		4-4-0
LV S. Easton
nee LV 44,  ren 1905 2700, scrapped 3/1913
139
 486
 		1889
 		4-4-0
LV S. Easton
named "Calvin Pardee" gone by 1905
140
 2706
 		1889
 		4-4-0
LV S. Easton
named "Wm. H. Bissell"  ren 1905 2706, scr 10/1905
141
 506
 		1889
 		4-4-0
LV S. Easton
named "Wm. P. Henry" gone by 1905
142
 2653
 		1889
 		4-4-0
LV Hazleton
named "P.C. Doyle" nee LV 521,  ren 1905 2653, scr 5/1913
143
 522
 		1889
 		4-4-0
LV Hazleton
named "E.B. Byington" gone by 1905
144
 2514
 		1889
 		4-4-0
LV Hazleton
named "J.S. Lentz" nee LV 537,  ren 1905 2514, scr 6/1908
145
 2588
 		1889
 		4-4-0
Baldwin
 		10403
 		named "J.M. Weaver" nee LV 519,  ren 1905 2588, scr 1909
146
 2589
 		1899
 		4-4-0
Baldwin
 		10405
 		named "J.I. Kinsey" nee LV 520,  ren 1905 589, scr 10/1916
147
 2679
 		1890
 		4-4-0
LV Wilke
nee LV 30,  ren 1905 2679, scr 9/1919
148
 2574
 		1890
 		4-4-0
LV S. Easton
nee LV 373,  ren 1905 2574, scr 10/1910
149
 2615
 		1890
 		4-4-0
LV Del
nee LV 538,  ren 1905 2615, scr 5/1923
150
 2707
 		1890
 		4-4-0
LV Wea
nee LV 541,  ren 1905 2707, scr 6/1929
151
 2664
 		1890
 		4-4-0
LV Wea
nee LV 552,  ren 1905 2664, scr 9/1919
152
 2711
 		1890
 		4-4-0
LV S. Easton
nee LV 553,  ren 1905 2711, scr 8/1918
153
 2710
 		1890
 		4-4-0
LV S. Easton
nee LV 554,  ren 1905 2710, scr 7/1916
154
 2702
 		1890
 		4-4-0
LV S. Easton
nee LV 562,  ren 1905 2702, scr 9/1913
155
 2730
 		1891
 		4-4-0
LV Wea
nee LV 54,  ren 1905 2730, scr 101912
156
 2705
 		1891
 		4-4-0
LV S. Easton
nee LV 108,  ren 1905 2705, scr 1/1919
157
 2616
 		1891
 		4-4-0
LV Del
nee LV 575,  ren 1905 2616, scr 6/1919
158
 2641
 		1891
 		4-4-0
LV Hazleton
nee LV 612,  ren 1905 2641, scr 11/1923
159
 2617
 		1891
 		4-4-0
LV Del
nee LV 614,  ren 1905 2617, scr 12/1917 
160
 2642
 		1892
 		4-4-0
LV Hazleton
nee LV 613,  ren 1905 2642, scr 6/1929
161
 2714
 		1892 4-4-0
LV S. Easton
nee LV 615,  ren 1905 2714, scr 6/1923
162
 2595
 		1892 4-4-0
LV Del
nee LV 617,  ren 1905 2595, scr 3/1917
163
 2643
 		1892 4-4-0
LV Hazleton
nee LV 643,  ren 1905 2643, scr 5/1905
164
 2644
 		1892 4-4-0
LV Hazleton
nee LV 644,  ren 1905 2644, scr 6/1924
165
 2734
 		1892 4-4-0
LV Wea
nee LV 645 ,  ren 1905 2734, scr 9/1918
166
 2516
 		1893
 		4-4-0
LV Hazleton
nee LV 652,  ren 1905 2516, sold 11/1908 to GC&L #57
167
 2668
 		1893 4-4-0
LV Hazleton
nee LV 654,  ren 1905 2668, scr 6/1923
168
 2669
 		1893 4-4-0
LV Hazleton
nee LV 655,  ren 1905 2669, scr 6/1924
169
 2670
 		1893 4-4-0
LV Hazleton
nee LV 656,  ren 1905 2670, scr 10/1923
170
 2671
 		1893 4-4-0
LV Hazleton
nee LV 657,  ren 1905 2671, scr 3/1929
171
 2672
 		1894
 		4-4-0
LV Hazleton
nee LV 658,  ren 1905 2672, scr 9/1925
172
 2738
 		1895
 		4-4-0W
Baldwin
 		14231
 		nee LV 659,  ren 1905 2738, scr 12/1918
173
 2674
 		1895
 		4-4-0W
Baldwin
 		14232
 		nee LV 660,  ren 1905 2674, scr 9/1925
174
 2675
 		1895
 		4-4-0W
Baldwin
 		14233
 		nee LV 661,  ren 1905 2675, scr 1/1919
175
 2676
 		1895
 		4-4-0W
Baldwin
 		14240
 		nee LV 662,  ren 1905 2676, scr 3/1923
176
 2677
 		1895
 		4-4-0W
Baldwin
 		14241
 		nee LV 663,  ren 1905 2677, scr 6/1924









0-8-0 Switcher
       Built 1855 - 1916
Rostered 1855 - 1951


              LV No. 120 - "Jupiter" - built 1870 - LV Hazleton shops.    Photographer unknown.



                                        LV No. 3066 - built 1908 - Alco               Photographer unknown.



                  LV No. 3185 - built 1912 as a 2-8-0 at LV Sayre shops,     Photographer unknown.
 (originally 2-8-0 No. 920)   rebuilt as an 0-8-0 in 1924 at Sayre.
I am placing the 0-8-0's in the second spot on this roster, after the 4-4-0's, because 4-4-0's were used in the construction of the LV between 1853 and 1855, and it is likely only 4-4-0's saw use on LV rails during those first two years. The LV ordered its first brand-new locomotives in 1855 (the first 8 locomotives on the roster are discussed above) and the first three wheel arrangements were 4-4-0, 0-8-0 and 4-6-0.

It was an 0-8-0 that holds the distinction of being the very first Lehigh Valley locomotive Number 1, which was part of the very first LV roster in 1855. The earliest 0-8-0's might have been used more as road units, not necessarily switchers. Although the vast majority of 0-8-0's overall were switchers.

A total of 107 0-8-0's were built new for (or by) the LV as 0-8-0's.

Another 36 0-8-0's were built from older 2-8-0's:
2-8-0 Consolidations number 900 to 934 (and 957), built in Sayre between 1909 and 1913,
were  rebuilt as 0-8-0 switchers, number 3176 - 3210, at Sayre between 1924 and 1929.2
(these 2-8-0's converted to 0-8-0's are listed in the 2-8-0 section)

Making a total of 143 0-8-0's on the LV roster between 1855 and 1951.
Scroll for the entire 0-8-0 Roster:


Road
No.		 Year
blt.		 Type Class Builder b/n Notes
177 1 (1st)
 1855 0-8-0
Baldwin 652 named "James M. Porter", returned 7/1864  
178 2 (1st) 1855 0-8-0
Baldwin 659 named "Asa Packer",  reb.0-4-0 (Serida??)  
179 19 1855 0-8-0
Niles (120) named "Defiance" nee Beav.Mead. 8 
180 20 1855 0-8-0
Niles (121) named "Champion" (1st) nee Beav.Mead. 9 
181 16 1857 0-8-0
Baldwin 750 named "Atlas", nee Beav.Mead.19,  rebuilt to 0-4-0
182 17 1857 0-8-0
Baldwin
named "Alps", nee Beav.Mead.18,  rebuilt to 0-4-0
183 119 1869 0-8-0
LV Hazleton
named "Lattimer"  
184 103 1870 0-8-0
LV Hazleton
named "Humboldt"  
185 105 1870 0-8-0
LV Hazleton
named "Hazelton",  reb.10/1886 4-6-0  
186 120 1870 0-8-0
LV Hazleton
named "Jupiter"  
187 175 1871 0-8-0
LV Hazleton
named "Crystal Ridge"  
188 176 1872 0-8-0
LV Hazleton
named "Laurel Hill"  
189 3242 1899 0-8-0
Baldwin 16690  ex /'?? 3198 
190 3030 1901 0-8-0w
Baldwin 19457 nee LV 1401,  ren./1905 3030
191 3031 1901 0-8-0w
Baldwin 19458 nee LV 1402,  ren./1905 3031
192 3036 1902 0-8-0w
Baldwin 20868 nee LV 1403,  ren./1905 3036
193 3037 1902 0-8-0w
Baldwin 20869 nee LV 1404,  ren./1905 3037
194 3038 1902 0-8-0w
Baldwin 20870 nee LV 1405,  ren./1905 3038
195 3039 1903 0-8-0tw
Baldwin 22420 nee LV 1406,  ren./1905 3039 
196 3040 1903 0-8-0tw
Baldwin 22421 nee LV 1407,  ren./1905 3040
197 3041 1903 0-8-0tw
Baldwin 22429 nee LV 1408,  ren./1905 3041
198 3042 1903 0-8-0tw
Baldwin 22435 nee LV 1409,  ren./1905 3042
199 3043 1903 0-8-0tw
Baldwin 22447 nee LV 1410,  ren./1905 3043
200 3050 1905 0-8-0w
Baldwin 26616 scrap 1/1933
201 3051 1905 0-8-0w
Baldwin 26657 scrap 12/1937
202 3052 1905 0-8-0w
Baldwin 26658 scrap 10/1932
203 3053 1905 0-8-0w
Baldwin 26659 scrap 2/1931
204 3054 1907 0-8-0w
Baldwin 30829 scrap 1/1938
205 3055 1907 0-8-0w
Baldwin 30835 scrap 5/1936
206 3056 1907 0-8-0w
Baldwin 30916 scrap 1/1934
207 3057 1907 0-8-0w
Baldwin 30960 scrap 2/1933
208 3058 1907 0-8-0w
Baldwin 31054 scrap 12/1932
209 3059 1908 0-8-0w
Alco 44808 scrap 1/1934
210 3060 1908 0-8-0w
Alco 44809 scrap 7/1936
211 3061 1908 0-8-0w
Alco 44810 scrap 8/1936
212 3062 1908 0-8-0w
Alco 44811 scrap 11/1932
213 3063 1908 0-8-0w
Alco 44812 scrap 4/1936
214 3064 1908 0-8-0w
Alco 44813 scrap 11/1932
215 3065 1908 0-8-0w
Alco 44814 scrap 4/1936
216 3066 1908 0-8-0w
Alco 44815 scrap 1/'40
217 3067 1908 0-8-0w
Alco 44816 scrap 1/1933
218 3068 1908 0-8-0w
Alco 44817 scrap 4/1936
219 3033 1910 0-8-0w
LV Sayre
scrap 6/1929
220 3034 1910 0-8-0w
LV Sayre
scrap 2/1934
221 3035 1910 0-8-0w
LV Sayre
scrap 2/1933
222 3044 1910 0-8-0
Alco 47513 scrap 6/1929
223 3045 1910 0-8-0
Alco 47514 scrap 1/1934
224 3046 1910 0-8-0
Alco 47515 scrap 2/1934
225 3047 1910 0-8-0
Alco 47516 scrap 11/1933
226 3048 1910 0-8-0
LV Sayre
scrap 11/1932
227 3049 1910 0-8-0
LV Sayre
scrap 12/1936
228 3069 1910 0-8-0w
LV Sayre
scrap 4/1936
229 3125 1911 0-8-0w
LV Sayre
scrap 12/1936
230 3126 1911 0-8-0w
LV Sayre
scrap 1/'47
231 3127 1911 0-8-0w
LV Sayre
scrap 3/1939
232 3100 1912 0-8-0
LV Sayre
scrap 7/1936
233 3101 1912 0-8-0
LV Sayre
scrap 6/1929
234 3102 1912 0-8-0
LV Sayre
scrap 2/1938
235 3103 1912 0-8-0
LV Sayre
scrap 3/1928
236 3104 1912 0-8-0
LV Sayre
scrap 11/1932
237 3128 1912 0-8-0w
LV Sayre
scrap 8/1939
238 3129 1912 0-8-0w
LV Sayre
scrap 12/1932
239 3130 1912 0-8-0w
LV Sayre
scrap 2/1933
240 3131 1912 0-8-0w
LV Sayre
scrap 1/1932
241 3132 1913 0-8-0w
LV Sayre
scrap 5/1936
242 3133 1913 0-8-0w
LV Sayre
scrap 5/1939
243 3134 1913 0-8-0w
LV Sayre
scrap 3/1933
244 3135 1913 0-8-0w
LV Sayre
scrap 11/1932
245 3136 1913 0-8-0w
LV Sayre
scrap 11/1932
246 3137 1913 0-8-0w
LV Sayre
scrap 3/1939
247 3138 1913 0-8-0w
LV Sayre
scrap 12/1937
248 3139 1913 0-8-0w
LV Sayre
scrap 8/1939
249 3140 1913 0-8-0w
LV Sayre
scrap 1/1930
250 3141 1913 0-8-0w
LV Sayre
scrap 11/1932
251 3142 1913 0-8-0w
LV Sayre
scrap 4/1936
252 3143 1913 0-8-0w
LV Sayre
scrap 1/'40
253 3144 1913 0-8-0w
LV Sayre
scrap 3/1934
254 3145 1913 0-8-0w
LV Sayre
scrap 1/1937
255 3146 1913 0-8-0w
LV Sayre
scrap 4/1936
256 3147 1913 0-8-0w
LV Sayre
scrap 6/1936
257 3148 1913 0-8-0w
LV Sayre
scrap 1/1937
258 3149 1913 0-8-0w
LV Sayre
scrap 1/1933
259 3150 1913 0-8-0w
LV Sayre
scrap 12/1936
260 3151 1913 0-8-0w
LV Sayre
scrap 6/1936
261 3152 1915 0-8-0w
LV Sayre
scrap 3/1938
262 3153 1915 0-8-0w
LV Sayre
disp.unk.
263 3154 1915 0-8-0w
LV Sayre
scrap 6/1936
264 3155 1915 0-8-0w
LV Sayre
scrap 10/'49
265 3156 1915 0-8-0w
LV Sayre
scrap 3/1939
266 3157 1915 0-8-0w
LV Sayre
scrap 8/1936
267 3158 1915 0-8-0w
LV Sayre
scrap 11/1932
268 3159 1915 0-8-0w
LV Sayre
scrap 3/1938
269 3160 1916 0-8-0w
Baldwin 43271 scrap 1/'47
270 3161 1916 0-8-0w
Baldwin 43272 scrap 2/1933
271 3162 1916 0-8-0w
Baldwin 43273 scrap 3/1938
272 3163 1916 0-8-0w
Baldwin 43274 scrap 8/1936
273 3164 1916 0-8-0w
Baldwin 43306 scrap 3/1938
274 3165 1916 0-8-0w
Baldwin 43307 scrap 5/1939
275 3166 1916 0-8-0w
Baldwin 43308 scrap 4/1939
276 3167 1916 0-8-0w
Baldwin 43309 scrap 4/1939
277 3168 1916 0-8-0w
Baldwin 43310 scrap 6/1936
278 3169 1916 0-8-0w
Baldwin 43331 scrap 3/'47
279 3170 1916 0-8-0w
Baldwin 43332 scrap 12/'45
280 3171 1916 0-8-0w
Baldwin 43354 scrap 12/1937
281 3172 1916 0-8-0w
Baldwin 43355 scrap 1/'51
282 3173 1916 0-8-0w
Baldwin 43399 scrap 1/1933
283 3174 1916 0-8-0w
Baldwin 43400 scrap 1/'47












































































































































































See the Consolidation section below for the 36 ??-class 0-8-0's, number 3176 - 3210,
that were built from older 2-8-0's

...................








4-6-0 Ten-Wheeler
       Built 1855 - 1918
Rostered 1855 - 1951


                 LV No. 61 - "Towanda" - built 1866 - McKay & Aldus.  Photographer unknown.



                 LV No. 158 - "Pittston" - built 1870 - Mason Machine Works.  Mason photo.


                                    LV No. 1623 - built 1905 - Alco             Photographer unknown.



                               LV No. 1805 - built 1911 - LV Sayre Shops.        Photographer unknown.



                              LV No. 1140 - built 1917 - LV Sayre Shops.        Photographer unknown.



                        LV No. 1150 - built 1917 - LV Sayre Shops.         Photographer unknown.


The LV 4-6-0 "Ten Wheelers" were the third (and final) class of locomotives that were on the original roster of 1855. They were a *very* successful wheel arrangement, being used in great numbers throughout the entire steam era. Ten-Wheelers are often considered a "freight" wheel arrangement, but in reality they were very often "dual service" locomotives, being used for both freight and passenger service. Many of the early to middle-era LV Ten-wheelers were designed and used as dual-purpose locomotives, while the last and most modern of the type were "freight only."

Initally the ten-wheelers were "full size" heavy freight haulers, or state of the art passenger locomotives.. But as locomotive evolution continued into the 20th Century, the ten-wheeler type evolved into "lighter duty" smaller locomotives, as larger and more powerful Mikados, Pacifics and Wyomings took over the priority trains.

The most famous LV Ten-Wheelers are the last group, the J-25 class "eleven hundreds". They were a group of thirty five 4-6-0's developed and built by the LV at Sayre in 1917 and 1918, that were designed to be the "branch line" locomotives for the upstate NY Auburn Division lines, and power for the smaller "local" trains around the system. These locomotives were used right up to the end of steam on the LV, and could be considered the steam equilivant of the "branchline" Alco RS2's and RS3's that took over for them. Not glamorous "mainline" power, but classic LV power nonetheless.

528 4-6-0 Ten Wheelers were on the LV roster built new as 4-6-0's, plus an 0-6-0 and a 2-6-0 that were  rebuilt as 4-6-0's, making a grand total of 530 total Ten-Wheelers on the LV roster, the largest single wheel arrangement type on the LV. The Ten Wheelers and the 0-8-0's were the only two wheel arrangement that served during the entire steam era on the LV, both being used for nearly a Century! 96 years, from the start of the LV in 1855, to the end of steam in 1951.

 Three 4-6-0's were  rebuilt into 0-6-0's.2
Two 4-6-0's were  rebuilt into 2-6-0's.2
Four 4-6-0's were  rebuilt into 4-4-0's.2

(When locomotives were  rebuilt and served on the LV with different wheel arrangments, they are listed in this roster under the heading of their original wheel arrangement.)
Scroll for the entire 4-6-0 Roster:

Road
No.		 Year
blt.		 Type Class Builder b/n Notes
3 (1st) 1855 4-6-0
Norris 792 named "Henry King"  gone by /1874 284
4 (1st) 1855 4-6-0
Norris 793 named "Robert H. Sayre",  reb./1874 S.Eas.,11/1884, 6/1893   ren./1905 2597,  scrap 9/1916 285
14 1857 4-6-0
Norris 840 named "Catasaqua"  destroyed 5/1916/62 286
15 1857 4-6-0
Norris 841 named "Lehigh",  reb./1878 into a 4-4-0  gone by 1905 287
21 1859 4-6-0
Mason 86 named "Bushkill",  reb.9/1876  gone by 1905 288
22 1859 4-6-0
Mason 87 named "Saucon",  reb.3/1890 into a 0-6-0   ren./1905 3250 289
25 1860 4-6-0
Mason 95 named "Easton",  reb.1/1874, 4/1884  gone by 1905 290
26 1860 4-6-0
Mason 97 named "Mauch Chunk",  reb.2/1872  gone by 1905 291
27 1862 4-6-0
Mason 110 named "Bethlehem",  reb.9/1891 into a 0-6-0   ren./1905 3251 292
28 1862 4-6-0
Mason 111 named "Allentown"  gone by 1905 293
30 1862 4-6-0
Baldwin 1087 named "Mahoning"  disp.unk. 294
31 1862 4-6-0
Mason 118 named "Parryville",  reb.1/1879  gone by 1905 295
32 1862 4-6-0
Mason 120 named "Lehighton",  reb.6/1885  gone by 1905 296
34 1862 4-6-0
Baldwin 1103 named "Messenger" ex 7/1884 Beav.Mead.20 scrap 7/1886 297
1016 1862 4-6-0
Baldwin 1071 named "Slatington", nee LV 29,  reb.12/1885   ren./1905 1016, scr 12/1909 298
35 1863 4-6-0
Baldwin 1104 named "Mercury" ex 9/64 Beav.Mead.21 gone by 1905 299
36 1863 4-6-0
Baldwin 1114 named "Meteor" ex 9/64 Beav.Mead.22 scrap /1891 300
37 1863 4-6-0
Mason 129 named "Penn Haven",  reb.9/1885  sold ~/1899 (Algoma Cent.1??) 301
38 1863 4-6-0
Mason 132 named "White Haven",  reb.4/1878  gone by 1905 302
39 1863 4-6-0
Mason 144 named "Nescopec",  reb.10/1883  sold ~/1899 (Algoma Cent.2??) 303
40 1863 4-6-0
Mason 146 named "Nanticoke",  reb.5/1874  gone by 1905 304
65 1863 4-6-0
Baldwin 1152 named "Shenandoah" ex 6/66 Lehigh & Mahanoy Railroad 2 scrap 5/1884 305
113 1863 4-6-0
LV Hazleton
named "Idaho"  scrap by /1887 306
1173 1863 4-6-0
Baldwin 1151 named "Mahanoy" nee L&M No. 1, to LV 64,  ren./1905 1173, disp.unk 307
41 1864 4-6-0
Baldwin 1256 named "Vulcan" ex 7/64 Beav.Mead.23 scrap 11/1873 308
42 1864 4-6-0
Baldwin 1265 named "Neptune" ex 8/64 Beav.Mead.24 scrap /1891 309
43 1864 4-6-0
Mason 173 named "Quakake",  reb.11/1887  sold ~/1899 (Algoma Cent.3??) 310
44 1864 4-6-0
Mason 174 named "Nesquehoning"  gone by /1889 311
117 1864 4-6-0
LV Hazleton
named "Lark"  scrap by /1891 312
1076 1864 4-6-0
Grant 423  ex /1905 70 disp.unk. 313
45 1865 4-6-0
Baldwin 1333 named "Tuscarora" ex 7/64 Beav.Mead.45 scrap /1892 314
46 1865 4-6-0
Baldwin 1345 named "Algonquin" ex 7/64 Beav.Mead.46 scrap /1876 315
50 1865 4-6-0
Baldwin 1410 named "Montezuma",  reb./1882 S.Easton  gone by 1905 316
51 1865 4-6-0
Baldwin 1415 named "Saranac", maybe  reb.to by /1883 to ??  gone by /1883 317
52 1865 4-6-0
Mason 221 named "Northampton"  gone by 1905 (sold ~/1899 Alg.Cent.4??) 318
71 1865 4-6-0
Baldwin 1337 named "Mt.Carmel",  reb.5/1879 ex 6/66 Lehigh & Mahanoy Railroad 8 scrap /1905 319
72 1865 4-6-0
Baldwin 1396 named "Montana",  reb.8/1884, nee L&M No. 9, sc.by /1905, or sold /1905 SI&E 330 320
74 1865 4-6-0
Baldwin 1431 named "Northumberland",  reb.11/1884 nee L&M No. 11, sold /1905 SI&E 335?? 321
118 1865 4-6-0
LV Hazleton
named "Dexter"  scrap by /1890 322
1172 1865 4-6-0
Mason 222 named "Carbon", nee LV 53,   reb.11/1886   ren./1905 1172, scrap 10/1905 323
1174 1865 4-6-0
Baldwin 1422 named "Columbia", nee LV 73,   reb.2/1884 nee L&M No. 10,  ren./1905 1174, scr 12/11 324
54 1866 4-6-0
Baldwin 1458 named "Cherokee"  gone by 9/1891 325
55 1866 4-6-0
Baldwin 1463 named "Seminole"  gone by 1905 326
57 1866 4-6-0
Baldwin 1465 named "Aramingo"  gone by /1892 327
75 1866 4-6-0
Baldwin 1481 named "Mt.Aetna",  reb.9/1886 ex 6/66 Lehigh & Mahanoy Railroad 12 sold /1905 SI&E 333?? 328
76 1866 4-6-0
Baldwin 1490 named "Schuykill",  reb.8/1887 ex 6/66 Lehigh & Mahanoy Railroad 10 sold /1904 SI&E 332 329
1000 1866 4-6-0
Baldwin 1467 named "Arasapha" nee LV 58,,  reb./1885   ren./1905 1000, scr 12/1908 330
2551 1866 4-6-0
McKay (34) named "Towanda", nee LV 61,  reb.6/1886 S.Easton 4-4-0   ren./1905 2551 331
2552 1866 4-6-0
McKay (35) named "Tioga",  reb.3/1887 S.Easton 4-4-0   ren./1905 2552, disp.unk. 332
2555 1866 4-6-0
Norris 746  ex /1905 Pennsylvania &  York 8?? scrap 10/1905 333
86 1867 4-6-0
Baldwin 1684 named "Newport",  reb.6/1880  gone by 1905 334
87 1868 4-6-0
Baldwin 1726 named "Little Giant",  reb.2/1892 as a 2-6-0   ren./1905 1700 335
88 1868 4-6-0
Baldwin 1734 named "Comanche",  reb.4/1880  gone by 1905 336
95 1868 4-6-0
Norris 1214 named "Serida",  reb.10/1874  gone by 1905 337
96 1868 4-6-0
Norris 1215 named "Nevada",  reb.10/1874  gone by 1905 338
98 1868 4-6-0
Baldwin 1810 named "Dakota",  reb.7/1885  gone by 1905 340
1070 1868 4-6-0
Baldwin 1737 named "Chippewa", nee LV 89,  reb.10/1887   ren./1905 1070, scr 5/1913 341
125 1869 4-6-0
Mason 314 named "Wysauking"  gone by 5/1890 342
126 1869 4-6-0
Mason 317 named "Wyalusing",  reb.10/1888  sold by /1905 Preston Railroad 5 343
127 1869 4-6-0
Baldwin 1936 named "Springville",  reb.6/1881  gone by 1905 344
129 1869 4-6-0
Baldwin 1939 named "North Branch", nee LV 129,   ren./1873 227, to P&NY #227. gone by 1905 345
131 1869 4-6-0
Baldwin 1969 named "Meshoppen",  reb.11/1887  gone by 1905 346
132 1869 4-6-0
Baldwin 1998 named "Mehoopany",  reb.11/1885  sold /1903 Buffalo Attica & Arcade Railroad 4 347
1001 1869 4-6-0
Baldwin 1967 named "Tunkhannock", nee LV 130, ,  reb.10/1885   ren./1905 1001, scr 10/1907 348
1002 1869 4-6-0
Baldwin 2006 named "Waverly", nee LV 133,   reb.8/1886   ren./1905 1002, scr 12/1909 349
1003 1869 4-6-0
Baldwin 2007 named "Cheming", nee LV 134,   reb.8/1885   ren./1905 1003, scr 6/1908 350
1004 1869 4-6-0
Baldwin 2008 named "Buffalo", nee LV 135,   reb.3/1886   ren./1905 1004, scr 10/1906 351
1008 1869 4-6-0
Baldwin 1846 named "Kittatinny", nee LV 124,  reb.4/1887, to P&NY 225,  ren 1905 1008, scrap 12/1908 352
1009 1869 4-6-0
Baldwin 1937 named "Susquehanna", nee LV 128,   ren./1873 226,  reb3/1886, to P&NY 226,  ren 1905 1009. scr 10/1905 353
1027 1869 4-6-0
Baldwin 1845 named "Mahoning", nee LV 123,  reb.10/1886   ren./1905 1027, scrap 10/1906 354
141 1870 4-6-0
Baldwin 2053 named "Vosburg" nee LV 141,  ren./1874 229, to P&NY 229, gone by 1905 355
143 1870 4-6-0
Baldwin 2056 named "Milan", nee LV 143,  ren./1874 231, to P&NY 231, gone by 1905 356
144 1870 4-6-0
Baldwin 2060 named "Athens",  reb.9/1880  gone by 1905 357
145 1870 4-6-0
Baldwin 2062 named "Bradford",  reb.6/1886  gone by 1905 358
150 1870 4-6-0
Mason 354 named "Freemansburg",  reb.3/1891  gone by 1905 359
152 1870 4-6-0
Mason 358 named "Coplay",  reb.2/1889  gone by 1905 360
153 1870 4-6-0
Mason 359 named "Whitehall",  reb.2/1887  gone by 1905 361
155 1870 4-6-0
Mason 365 named "Rockport",  reb.6/1888  gone by 1905 362
156 1870 4-6-0
Mason 369 named "Bridgeport",  reb.4/1886  gone by 1905 363
158 1870 4-6-0
Mason 374 named "Pittston"  gone by 1905 364
1013 1870 4-6-0
Mason 373 named "Plainesville", nee LV 157,  reb.12/1890   ren./1905 1013, scrap 6/1913 365
1018 1870 4-6-0
Mason 351 named "Phillipsburg", nee LV 149,   reb.1/1888 Delano   ren./1905 1018. scrap 10/1907 366
1019 1870 4-6-0
Mason 357 named "Hokendauqua", nee LV 151,   reb.2/1888   ren./1905 1019, scrap 12/1908 367
1020 1870 4-6-0
Mason 360 named "Rockdale", nee LV 154,  reb.1/1891 S.Easton   ren./1905 1020, scrap 10/1905 368
1031 1870 4-6-0
Baldwin 2055 named "Ulster", nee LV 142,   ren./1874 230, to P&NY 230,  ren 1905 1031, scr 11/1912 369
1188 1870 4-6-0
Baldwin 2065 named "Luzerne", nee LV 146,  reb.2/1892   ren./1905 1188, scr 12/1912 370
500
 1870
 4-6-0
Baldwin
 2111
 Purchased 11/1880 from Fall Creek & Bituminous Coal Co.  to LV 500,  rebuilt Sayre 1/1888, gone by 19056 926
161 1871 4-6-0
Baldwin 2373 named "Maine", nee LV 161,   ren./1874 232, to P&NY 232, gone by 1905 371
162 1871 4-6-0
Baldwin 2378 named "New Hampshire", nee LV 162,   ren./1874 233, to P&NY 233, gone by 1905 372
163 1871 4-6-0
Baldwin 2379 named "Vermont", nee LV 163,   ren./1874 234, to P&NY 234, gone by 1905 373
164 1871 4-6-0
Baldwin 2380 named "Massachusetts", nee LV 164,  ren./1871 205, to P&NY 205, gone by 1905 374
165 1871 4-6-0
Baldwin 2381 named "Rhode Island", nee LV 165,   ren./1871 206, to P&NY 206, gone by 1905 375
166 1871 4-6-0
Baldwin 2386 named "Connecticut"   ren./1871 207, to P&NY 207, gone by 1905 376
167 1871 4-6-0
Baldwin 2565 named "Ceres"   ren./1871 208, to P&NY 208, gone by 1905 377
168 1871 4-6-0
Baldwin 2561 named "Pallas"   ren./1871 209, to P&NY 208, gone by 1905 378
169 1871 4-6-0
Baldwin 2567 named "Juno"   ren./1871 210, to P&NY 210, gone by 1905 379
170 1871 4-6-0
Baldwin 2590 named "Vesta"   ren./1871 211, to P&NY 211, gone by 1905 380
171 1871 4-6-0
Baldwin 2587 named "Mogul",  reb.2/1883   ren./1905 LV 510 381
172 1871 4-6-0
Baldwin 2589 named "Tycoon",  reb.12/1882  gone by 1905 382
212 1872 4-6-0
Mason 473 named "Elmira",  reb.6/1890 ex /1888 Pa.& NY "Elmira" gone by 1905 383
213 1872 4-6-0
Mason 474 named "Owego",  reb.11/1890 ex /1888 Pa.& NY "Owego" gone by 1905 384
214 1872 4-6-0
Mason 477 named "Dushore",  reb.2/1890 ex /1888 Pa.& NY "Dushore" gone by 1905 385
215 1872 4-6-0
Mason 478 named "Bernice",  reb.2/1890 ex /1888 Pa.& NY "Bernice" gone by 1905 386
216 1872 4-6-0
Mason 479 named "Auburn",  reb.9/1889 ex /1888 Pa.& NY "Auburn" gone by 1905 387
217 1872 4-6-0
Mason 480 named "Niagara",  reb.4/1886 ex /1888 Pa.& NY "Niagara" gone by 1905 388
1032 1872 4-6-0
Baldwin 2802 nee LV 529, to GI&S #6,  reb.12/1888,  ren./1905 1032, scrap 10/1912 389
1150 1872 4-6-0
LV Hazleton
named "Mt.Pleasant", nee LV 180,  reb.6/1885   ren./1905 LV 1150, scrap 4/1905 390
187 1873 4-6-0
LV Hazleton
named "Oakdale",  reb.8/1887  gone by 1905 391
191 1873 4-6-0
Mason 504 named "Lopatcong",  reb.11/1889  gone by 1905 392
192 1873 4-6-0
Mason 505 named "Pohatcong",  reb.9/1889  gone by 1905 393
193 1873 4-6-0
Mason 507 named "Muscon etcong",  reb.3/1890  gone by 1905 394
194 1873 4-6-0
Mason 513 named "Raritan"  nee LV 194, to P&NY 237 in 1874, to GI&S No. 10 (2nd)
395
195 1873 4-6-0
Mason 514 named "Bound Brook",  reb.5/1890  gone by 1905 396
196 1873 4-6-0
Mason 515 named "Clinton",  reb.10/1890  gone by 1905 397
530 1873 4-6-0
Brooks 186  ex /1889 Geneva Ithaca & Sayre 7 gone by 1905 398
531 1873 4-6-0
Brooks 187  ex /1889 Geneva Ithaca & Sayre 8 gone by 1905 399
533 1873 4-6-0
Mason 513  ex /1889 Geneva Ithaca & Sayre 10 gone by 1905 400
1290 1873 4-6-0
LV Hazleton
nee LV 184,  ren./1905 1290, sold 12/1909 GC&L 95 401
1291 1873 4-6-0
LV Wea
named "H.S.Goodwin", nee LV 189,  reb.5/1897  , sold 12/1909 to GC&L 96 402
1292 1873 4-6-0
LV Wea
named "Leviston", nee LV 321,  ren./1905 LV 1292, sold 12/1909 GC&L 97 403
1315 1873 4-6-0
LV Hazleton
named "Cranberry", nee LV 186,  reb.9/1888 as a 4-6-0w   ren./1905 LV 1315, scr 8/1916 404
1370 1873 4-6-0
LV Hazleton
named "Woodside", nee LV 181,  reb.6/1891   ren./1905 1370, scrap 1/1930 405
128 1874 4-6-0
Baldwin 3623 named "Bergen"  gone by 1905 406
141 1874 4-6-0
Baldwin 3650 named "Burlington"  sold by /1905 Ayden Lumber Co. 407
142 1874 4-6-0
Baldwin 3661 named "Cumberland"  gone by 1905 408
162 1874 4-6-0
Mason 533 named "Perth Amboy",  reb.11/1889  gone by 1905 409
163 1874 4-6-0
Mason 534 named "Metuchen",  reb.9/1887   ren./1905 1021 410
177 1874 4-6-0
Mason 535 named "Flemington",  reb.6/1889  gone by 1905 411
178 1874 4-6-0
Mason 538 named "Woodbridge",  reb.4/1889  gone by 1905 412
190 1874 4-6-0
LV Wea
named "Alps"  gone by 1905 413
194 1874 4-6-0
Mason 539 named "Neshanic",  reb.12/1888  gone by 1905 414
197 1874 4-6-0
Mason 540 named "New Market",  reb.12/1889  gone by 1905 415
198 1874 4-6-0
Mason 541 named "Bloomsbury",  reb.7/1890  gone by 1905 416
199 1874 4-6-0
Mason 544 named "Hamden",  reb.3/1889  gone by 1905 417
1017 1874 4-6-0
LV Wea
named "Baltic"(2nd), nee LV 10,  reb.2/1885 S.Easton   ren./1905 1017, scr 10/1907 418
1021 1874 4-6-0
Mason 534  ex /1905 163 scrap 10/1905 419
1050 1874 4-6-0
Baldwin 3598 named "Passaic", nee LV 22? or 33?,  reb.7/1888   ren./1905 1050, scrap 9/19 420
1051 1874 4-6-0
Baldwin 3599 named "Ocean", nee LV 41,  reb.9/1888   ren./1905 1051, disp. Unk. 421
1052 1874 4-6-0
Baldwin 3601 named "War ren", nee LV 90,  reb.5/1888   ren./1905 1052, scrap 10/19 422
1053 1874 4-6-0
Baldwin 3606 named "Somerset", nee LV 1053,  reb.3/1889   ren./1905 1053, scrap 9/19 423
1054 1874 4-6-0
Baldwin 3607 named "Hunterdon", nee LV 94,  reb.2/1889   ren./1905 1054, scrap 9/1916 424
1055 1874 4-6-0
Baldwin 3630 named "Mercer", nee LV 129,  reb.8/1889   ren./1905 1055, scrap 10/19 425
1056 1874 4-6-0
Baldwin 3645 named "Mammouth", nee LV 137,  reb.10/1888   ren./1905 1056, scrap 5/1918 426
1066 1874 4-6-0
Baldwin 3608 named "Morris", nee LV 122,  reb.5/1893   ren./1905 1066, scrap 11/1913 427
1067 1874 4-6-0
Baldwin 3609 named "Union", nee LV 124,  reb.8/1893   ren./1905 1067, scrap 5/1916 428
1072 1874 4-6-0
LV Hazleton
named "Hollywood", nee LV 200,  reb.9/1887   ren./1905 LV 1072, scr 12/1908 429
1074 1874 4-6-0
LV Hazleton
named "Black Creek", nee LV 188,  reb.11/1888   ren./1905 LV 1074,  sold 4/10 to SI&E 740 430
1088 1874 4-6-0
Baldwin 3600 named "Essex", nee LV 56,   reb.6/1893   ren./1905 1088 431
1044 1875 4-6-0
LV Hazleton
named "Sugar Loaf", nee LV 302,  reb.3/1888   ren./1905 1044, scr 10/1906 432
1057 1875 4-6-0
Baldwin 3799 named "Michigan", nee LV 315,  reb.2/1888   ren./1905 1057, scrap 5/1921 433
1058 1875 4-6-0
Baldwin 3800 named "Wisconsin", nee LV 316,  reb.12/1889   ren./1905 1058, scrap 9/1919 434
1059 1875 4-6-0
Baldwin 3802 named "Minnesota", nee LV 317,  reb.1/1889   ren./1905 1059, scrap 4/1921 435
1060 1875 4-6-0
Baldwin 3803 named "Iowa", nee LV 318,  reb.6/1891   ren./1905 1060, scrap 9/1919 436
1061 1875 4-6-0
Baldwin 3805 named "Missouri", nee LV 319,  reb.1/1889   ren./1905 1061, scrap 9/1919 437
1079 1875 4-6-0
Baldwin 3795 named "Tennessee", nee LV 311,  reb.8/1890   ren./1905 1079, scrap 8/1918 438
1080 1875 4-6-0
Baldwin 3797 named "Indiana", nee LV 313,   reb.9/1887   ren./1905 1080, scrap 7/1918 439
1082 1875 4-6-0
Baldwin 3796 named "Ohio", nee LV 312,  reb.12/1886   ren./1905 1082, scrap 6/1924 440
1088 1875 4-6-0
Baldwin 3798 named "Illinois", nee LV 314,   reb.11/1892   ren./1905 1089, scrap 9/1918 441
1089 1875 4-6-0
Baldwin 3813 named "Arkansas", nee LV 320,  reb.4/1892   ren./1905 1089? or 1090? 442
102 1876 4-6-0
Hazleton
named "Oneida"(2nd),  reb.11/1887  gone by 1905 443
106 1876 4-6-0
Hazleton
named "Champlain"(2nd),  reb.12/1887  gone by 1905 444
161 1876 4-6-0
LV Hazletonn
named "Middlesex",  reb.10/1891 as a 0-6-0   ren./1905 as 0-6-0 3253,  reb./1911 as 0-6-0w, scr 9/1932 445
241 1876 4-6-0
Baldwin 3918 named "Live Oak", deliv.direct to P&NY, never lettered as LV 241  gone by 1905 446
242 1876 4-6-0
Baldwin 3919 named "Hickory", deliv.direct to P&NY, never lettered as LV 242  gone by 1905 447
243 1876 4-6-0
Baldwin 3924 named "Walnut", deliv.direct to P&NY, never lettered as LV 243  gone by 1905 448
244 1876 4-6-0
Baldwin 3925 named "Chestnut", deliv.direct to P&NY, never lettered as LV 244  gone by 1905 449
245 1876 4-6-0
Baldwin 3926 named "Maple", deliv.direct to P&NY, never lettered as LV 245  gone by 1905 450
246 1876 4-6-0
Baldwin 3928 named "Cypress", deliv.direct to P&NY, never lettered as LV 246  gone by 1905 451
247 1876 4-6-0
Baldwin 3927 named "Tamarack", deliv.direct to P&NY, never lettered as LV 247  gone by 1905 452
248 1876 4-6-0
Baldwin 3929 named "Cedar", deliv.direct to P&NY, never lettered as LV 248  gone by 1905 453
249 1876 4-6-0
Baldwin 3930 named "Magnolia", deliv.direct to P&NY, never lettered as LV 249  gone by 1905 454
250 1876 4-6-0
Baldwin 3931 named "Palmetto", deliv.direct to P&NY, never lettered as LV 250  gone by 1905 455
1077 1876 4-6-0
LV Hazleton
named "Empire", nee LV 323,  reb.11/1888   ren./1905 1077, sold ~/1906 to SI&E 560 456
1293 1876 4-6-0
LV Wea
named "Janesville", nee LV 322,  reb.10/1897   ren./1905 1293, sold 2/1910 GC&L 107 457
283 1877 4-6-0
RhIsl 691 named "Loyalsock" ex /1884 State Line & Sullivan 1 gone by 1905 458
284 1879 4-6-0
RhIsl 692 named "North Mountain" ex /1884 State Line & Sullivan 2 gone by 1905 459
345 1880 4-6-0
LV Hazleton
named "Monitor",  reb.8/1892  gone by 1905 460
358 1880 4-6-0
LV Hazleton
named "Cayuga",  reb.5/1889  gone by 1905 461
1029 1880 4-6-0
Baldwin 5145 nee Southern Central #70,  ren./1905 1029, scrap 7/10 462
1091 1880 4-6-0
Baldwin 5255 named "Kansas", nee LV 353,  reb.6/1892   ren./1905 1091, scrap 4/1921 463
1128 1880 4-6-0
Baldwin 5209 named "Nebraska", nee LV 354,  reb.7/1894   ren./1905 1128, scrap 9/1925 464
1129 1880 4-6-0
Baldwin 5215 named "Colorado", nee LV 355,  reb.7/1894   ren./1905 1129, scrap 6/1929 465
1130 1880 4-6-0
Baldwin 5221 named "Arizona", nee LV 356,  reb.3/1895   ren./1905 1130, scrap 6/1929 466
1142 1880 4-6-0
LV Hazleton
named "Mohawk" nee LV 346,  reb.3/1885  ren./1905 1142, scrap 10/1906 467
394 1882 4-6-0
LV Hazleton
named "Wyoming"  gone by 1905 468
397 1882 4-6-0
LV Hazleton
named "Mississippi"  gone by 1905 469
399 1882 4-6-0
LV Hazleton
named "Oregon"  gone by 1905 470
1092 1882 4-6-0
LV Hazleton
named "Delaware", nee LV 393,   reb.3/1892   ren./1905 1092, scr 12/1917 471
1140 1882 4-6-0
LV Hazleton
named "Buck Mountain", nee LV 398,  reb.4/1890   ren./1905 1140, scr 4/1915 472
1146 1882 4-6-0
LV Hazleton
named "Black Diamond" Nee LV 392,   ren./1905 1146,  reb.4/1909 as 4-6-0w 1394 473
1156 1882 4-6-0
LV Hazleton
named "Louisiana, nee LV 275,  reb.1/1891,  ren./1905 1156,  ren./?? 1221, scr 4/1921 474
1157 1882 4-6-0
LV Hazleton
nee LV 276,  reb.6/1890   ren./1905 1157, scrap 10/1906 475
1160 1882 4-6-0
LV Hazleton
nee LV 277,  reb.5/1893   ren./1905 1160,  ren./?? 1222, scr 6/1924 476
281 1883 4-6-0
LV Hazleton
gone by 1905 477
401 1883 4-6-0
Delano
named "Anchor"  gone by 1905 478
402 1883 4-6-0
Delano
named "Progress"  gone by 1905 479
404 1883 4-6-0
Delano
named "Eureka"  gone by 1905 480
1036 1883 4-6-0
Rogers 3287  nee EC&N #11, to LV 911,  ren./1905 (1036??), scrap ~/1911 481
1037 1883 4-6-0
Rogers 3291  nee EC&N #13, to LV 913,  ren./1905 1037, scrap 1/1911 482
1148 1883 4-6-0
LV Hazleton
named "Louisiana", nee LV 396,  ren./1905 1148, scrap 11/1905 483
1161 1883 4-6-0
LV Hazleton
nee LV 278,  reb.6/1891   ren./1905 1161, scrap 10/1906 484
1162 1883 4-6-0
LV Hazleton
nee LV 279,  reb.1/1891,  ren /1905 1162, scrap 3/1916 485
1163 1883 4-6-0
LV Hazleton
nee LV 280,  ren 1905 1163, scrap 10/1912 486
1164 1883 4-6-0
LV Hazleton
nee LV 282,  reb.8/1892   ren./1905 1164,   ren./?? 1225, scr 7/1917 487
1180 1883 4-6-0
LV Hazleton
named "Pocano", nee LV 431,  reb.7/1890   ren./1905 1180, scrap 3/1912 488
2632 1883 4-6-0
LV Wea
named "Idlewood", nee LV 416,   ren./1905 2632, scrap 5/1916 489
287 1884 4-6-0
LV Hazleton
   ren./1905 1166 490
417 1884 4-6-0
LV Wea
named "G.B.Linderman"  gone by 1905 491
912 1884 4-6-0
Cooke 1567 nee EC&N #12, to LV 912,   reb./?? 2-6-0,  ren./1905 to 2-6-0 1714 492
1165 1884 4-6-0
LV Hazleton
nee LV 286, ,  ren./1905 1165,  ren./?? 1224 493
1158 ~1881 4-6-0
LV Hazleton
named "Black Ridge", nee LV 362,   reb.8/1890   ren./1905 1158, scrap 12/1909 494
1166 1884 4-6-0
LV Hazleton
 ex /1905 287 scrap 10/1905 495
1168 1884 4-6-0
Cooke 1602 nee EC&N #15,  ren./1905 1168, scrap 8/1911 496
1169 1884 4-6-0
Cooke 1604 nee EC&N #17, to LV 917,  ren./1905 1169,  reb.~/1913 to 0-6-0 3451 497
405 1885 4-6-0
Delano
named "Kohinoor"  gone by 1905 498
1187 1885 4-6-0
Delano
named "Hazle Creek", nee LV 363,   reb.9/1891   ren./1905 1187, scrap 7/1916 499
1313 1885 4-6-0
LV Hazleton
nee LV 120,  ren./1905 1313, scrap 4/1905 500
1152 1886 4-6-0
LV Hazleton
 ex /1905 105 scrap 5/1913 501
1170 1886 4-6-0
Cooke 1710 nee EC&N #19, to LV 919,  ren./1905 1170 502
438 1887 4-6-0
LV Hazleton
named "Tomhicken"  gone by 1905 503
439 1887 4-6-0
LV Hazleton
named "New Boston"  gone by 1905 504
1175 1887 4-6-0
Delano
named "Park Place", nee LV 408,  ren./1905 1175, scrap 10/1905 505
442 1888 4-6-0
LV Hazleton
named "Drifton"  gone by 1905 506
1176 1888 4-6-0
Delano
named "Lofty", nee LV 409,  ren./1905 1176, scrap 10/1912 507
1177 1888 4-6-0
Delano
named "Highland", nee LV 410,   ren./1905 1177, scrap 3/1912 508
1181 1888 4-6-0
Baldwin 8944 named "Maine", nee LV 466,   ren./1905 1181, scrap 519/1913 509
1182 1888 4-6-0
Baldwin 8945 named "New Hampshire", nee LV 467,   ren./1905 1182, scrap 5/1913 510
1183 1888 4-6-0
Baldwin 8946 named "Vermont" nee LV 468,  ren./1905 1183, scrap 9/1915 511
1184 1888 4-6-0
Baldwin 8949 named "Massachusetts", nee LV 469,   ren./1905 1184, scrap 11/1913 512
1185 1888 4-6-0
Baldwin 8952 named "Rhode Island", nee LV 470,   ren./1905 1185, scrap 7/1909 513
1300 1888 4-6-0
LV Hazleton
named "Sandy Run", nee LV 441,  ren./1905 1300, scrap 4/1905 514
1301 1888 4-6-0
LV Hazleton
nee LV 543,  ren/1905 1301, scrap 10/1923 515
1314 1888 4-6-0w
LV Hazleton
nee LV 182,  ren./1905 LV 1314 scrap 4/1917 516
483 1889 4-6-0
Baldwin 9753 named "Communpaw",  reb./1904   ren./1905 1118 517
484 1889 4-6-0
Baldwin 9761 named "Newark",  reb./1904   ren./1905 1119 518
485 1889 4-6-0
Baldwin 9762 named "Jersey City",  reb./1904   ren./1905 1120 519
1116 1889 4-6-0
Baldwin 9741 named "South Plainfield", nee LV 481,  reb./1904   ren./1905 1116, scrap 6/1929 520
1117 1889 4-6-0
Baldwin 9748 named "Roselle", nee LV 481,  reb./1904   ren./1905 1117, scrap 8/1919 521
1118 1889 4-6-0w
Baldwin 9753  ex /1905 483 scrap 4/1921 522
1119 1889 4-6-0w
Baldwin 9761  ex /1905 484 scrap 10/1928 523
1120 1889 4-6-0w
Baldwin 9762  ex /1905 485 scrap 6/1923 524
2659 1889 4-6-0
Delano
named "W.A.Lathrop", nee LV 443,  ren./1905 2659, scrap 9/1916 525
1302 1890 4-6-0
LV Hazleton
nee LV 544,   ren/1905 1302, scrap 11/1923 526
1303 1890 4-6-0
LV Hazleton
nee LV 545,   ren/1905 1303, scrap 10/1905 527
1086 1882? 4-6-0
LV Hazleton
named "California", nee LV 546,  reb.5/1892   ren./1905 1086, scrap 11/1913 528
1304 1890 4-6-0
LV Hazleton
nee LV 547,   ren/1905 1304,, scrap 12/1912 529
1305 1890 4-6-0w
LV Hazleton
nee LV 556,  ren./1905 1305,  reb./1906 1389,   ren./1906 1389 530
1306 1890 4-6-0w
LV Hazleton
nee LV 557,  ren./1905 1306,  reb./1906 1390,   ren./1906 1390 531
1307 1890 4-6-0w
LV Hazleton
nee LV 558,  ren./1905 1307, maybe  reb.S.Easton 12/1907 to LV 1404, or scrap /1905 532
1033 00 4-6-0
00
nee LV 560,  ren/1905 560, scrap 11/1906 533
1034 00 4-6-0
00
nee LV 561,  ren/1905 1034, prob. reb.as 1042, scrap 8/1919 534
1047 00 4-6-0
00
 reb.8/1884 S.Easton shop ex /1905 ?? scrap 11/1907 535
1389 1890 4-6-0w
LV Hazleton
 ex /1906 1305 scrap 1/1930 536
1390 1890 4-6-0w
LV Hazleton
 ex /1906 1306 scrap 2/1930 537
1011 1891 4-6-0
Baldwin 12307 nee LV 592 ,  ren/1905 1011, scrap  1019/1916 538
1094 1891 4-6-0w
Baldwin 12289 nee LV 588 ,  ren/1905 1094, scrap  10/1923 539
1095 1891 4-6-0w
Baldwin 12290 nee LV 589 ,  ren/1905 1095, scrap  3/1928 540
1096 1891 4-6-0w
Baldwin 12295 nee LV 590 ,  ren/1905 1096, scrap  6/1920 541
1097 1891 4-6-0w
Baldwin 12299 nee LV 591 ,  ren/1905 1097, scrap  6/1923 542
1098 1891 4-6-0w
Baldwin 12292 nee LV 598,  ren/1905 1095, disp.unk. 543
1099 1891 4-6-0w
Baldwin 12296 nee LV 599 ,  ren/1905 1099, scrap  5/1918 544
1100 1891 4-6-0w
Baldwin 12300 nee LV 600 ,  ren/1905 1100, scrap  9/1918 545
1101 1891 4-6-0w
Baldwin 12303 nee LV 601 ,  ren/1905 1101, scrap  6/1923 546
1102 1891 4-6-0w
Baldwin 12304 nee LV 602 ,  ren/1905 1102, scrap  11/1923 547
1308 1891 4-6-0
LV Hazleton
nee LV 578,  ren./1905 1308,  reb.~/1908 1398,   ren.~/1908 1398 548
1309 1891 4-6-0
LV Hazleton
nee LV 279,  ren./1905 1309,  reb./1909 1395,   ren./1909 1395 549
1371 1891 4-6-0w
LV Hazleton
nee LV 559,  ren./1905 1371 scrap, 3/1928 550
1084 1892 4-6-0
LV Sayre
nee LV 646,  ren /1905 646 scrap 7/1911 551
1085 1892 4-6-0
LV Sayre
nee LV 649, prob  reb.to 1040,  ren./?? 1040, scrap 6/1923 552
1103 1892 4-6-0w
Baldwin 12591 nee LV 618,  ren/1905 1103, disp.unk. 553
1104 1892 4-6-0w
Baldwin 12589 nee LV 619 ,  ren/1905 1104, scrap  4/1917 554
1105 1892 4-6-0w
Baldwin 12598 nee LV 620 ,  ren/1905 1105, scrap  7/1918 555
1106 1892 4-6-0w
Baldwin 12595 nee LV 621 ,  ren/1905 1106, scrap  1/1917 556
1107 1892 4-6-0w
Baldwin 12600 nee LV 622 ,  ren/1905 1107, scrap  6/1923 557
1108 1892 4-6-0w
Baldwin 12609 nee LV 638 ,  ren/1905 1108, scrap  4/1921 558
1109 1892 4-6-0w
Baldwin 12613 nee LV 639 ,  ren/1905 1109, scrap  6/1923 559
1110 1892 4-6-0w
Baldwin 12618 nee LV 640 ,  ren/1905 1110, scrap  12/1917 560
1111 1892 4-6-0w
Baldwin 12620 nee LV 641 ,  ren/1905 1111, scrap  12/1917 561
1112 1892 4-6-0w
Baldwin 12627 nee LV 642 ,  ren/1905 1112, scrap  1/1930 562
1125 1892 4-6-0
Alco 3706 nee Cent.Vt.119, to LV 707,   ren./1905 1125, scrap 9/1918 563
1125 1892 4-6-0
Alco 3707 nee Cent.Vt.118, to LV 706,   ren./1905 1124, scrap 9/1923 564
1500 1892 4-6-0
LV Hazleton
nee LV 580,  ren./1905 1500, scrap /1913 565
1501 1892 4-6-0
LV Hazleton
nee LV 650,  ren/1905 1501, scrap 1/1930 566
1144 1893 4-6-0
LV Hazleton
nee LV 653,  ren/1905 653, scrap 8/1913 567
1189 1895 4-6-0w
Baldwin 14261 nee LV 713 ,  ren/1905 1189, scrap  6/1929 568
1190 1895 4-6-0w
Baldwin 14263 nee LV 715,   ren./1905 1190,  reb.3/1906,  ren3/1906 to 1382, scrap 9/1925 569
1191 1895 4-6-0w
Baldwin 14355 nee LV 718,  ren./1905 1191,  reb5/1905,  ren 3/1906 to 1372, scrap 1/1930 570
1192 1895 4-6-0w
Baldwin 14357 nee LV 720,  ren./1905 1192,  reb 9/1905,  ren 9/1905 to 1375, scrap 1/1917 571
1193 1895 4-6-0w
Baldwin 14365 nee LV 724,  ren 1905 1193,  reb.10/1906 1387,  ren.10/1906 1387, scrap 3/1928 572
1194 1895 4-6-0w
Baldwin 14422 nee LV 729,   ren./1905 1194,  reb.10/1906 , ren.10/1906 1387 573
1195 1895 4-6-0w
Baldwin 14423 nee LV 730,  ren 1905 1195,  reb.1/1907,  ren.1/1907 1391, scrap 6/1924 574
1196 1895 4-6-0w
Baldwin 14424 nee LV 732,  ren./1905 1196,   reb.2/1907,  ren.2/1907 1388, scrap 3/1928 575
1197 1895 4-6-0w
Baldwin 14557 nee LV 733,  ren./1905 1197,  reb.8/1905,  ren.8/1905 1376, scrap 1/1920 576
1198 1895 4-6-0w
Baldwin 14558 nee LV 734,   ren./1905 1198,  reb./1906,  ren./1906 1383, scrap 2/1930 577
1199 1895 4-6-0w
Baldwin 14560 nee LV 736,  ren./1905 1199,  reb.5/1907,  ren.5/1907 1392, scrap  6/1917 578
1200 1895 4-6-0w
Baldwin 14561 nee LV 737,  ren./1905 1200,  reb.1/1906,  ren.1/1906 1380, scrap  2/1930 579
1201 1895 4-6-0w
Baldwin 14566 nee LV 741,  ren./1905 1201,  reb.2/1906,  ren.2/1906 1381, scrap  2/1917 580
1202 1895 4-6-0w
Baldwin 14567 nee LV 742,  ren./1905 1202,  reb./1906,  ren./1906 1385, scrap  6/1923 581
1203 1895 4-6-0w
Baldwin 14569 nee LV 744,   ren./1905 1203,  reb.8/1907,  ren.8/1907 1393, scrap  2/1930 582
1204 1895 4-6-0w
Baldwin 14571 nee LV 746 ,  ren/1905 1204, scrap  2/1922 583
1205 1895 4-6-0w
Baldwin 14572 nee LV 747,   ren./1905 1205,  reb./1907,  ren./1907 1378, scrap  1/1930 584
1206 1895 4-6-0w
Baldwin 14573 nee LV 748 ,  ren/1905 1206, scrap  2/1922 585
1207 1895 4-6-0w
Baldwin 14577 nee LV 752,  ren./1905 1207,  reb.10/1908,  ren.10/1908, scrap  4/1929 586
1220 1895 4-6-0w
Baldwin 14575 nee LV 750,  ren./1905 1220,  reb./1907,  ren./1907 1386, scrap  10/1928 587
1235 1895 4-6-0w
Baldwin 14257 nee LV 709 ,  ren/1905 1235, scrap  3/1928 588
1350 1895 4-6-0w
Baldwin 14262 nee LV 714 ,  ren/1905 1350, scrap  9/1925 589
1351 1895 4-6-0w
Baldwin 14264 nee LV 716,  ren./1905 1351, scrap 9/1925 590
1352 1895 4-6-0w
Baldwin 14265 nee LV 717 ,  ren/1905 1352, scrap  1/1930 591
1353 1895 4-6-0w
Baldwin 14356 nee LV 719 ,  ren/1905, scrap  1/1930 592
1354 1895 4-6-0w
Baldwin 14358 nee LV 721 ,  ren/1905 1354, scrap  11/1923 593
1355 1895 4-6-0w
Baldwin 14359 nee LV 722 ,  ren/1905 1355, scrap  5/1928 594
1356 1895 4-6-0w
Baldwin 14364 nee LV 723 ,  ren/1905 1356, scrap  1/1930 595
1357 1895 4-6-0w
Baldwin 14366 nee LV 725 ,  ren/1905 1357, scrap  7/1923 596
1358 1895 4-6-0w
Baldwin 14367 nee LV 726 ,  ren/1905 1358, scrap  3/1928 597
1359 1895 4-6-0w
Baldwin 14368 nee LV 727 ,  ren/1905 1359, scrap  2/1930 598
1360 1895 4-6-0w
Baldwin 14421 nee LV 728 ,  ren/1905 1360, scrap  9/1925 599
1361 1895 4-6-0w
Baldwin 14425 nee LV 732 ,  ren/1905 1361, scrap  4/1929 600
1362 1895 4-6-0w
Baldwin 14559 nee LV 735 ,  ren/1905 1362,, scrap  12/1926 601
1363 1895 4-6-0w
Baldwin 14563 nee LV 738 ,  ren/1905 1363, scrap  10/1928 602
1364 1895 4-6-0w
Baldwin 14564 nee LV 739 ,  ren/1905 1364, scrap  6/1924 603
1365 1895 4-6-0w
Baldwin 14565 nee LV 740 ,  ren/1905 1365, scrap  5/1922 604
1366 1895 4-6-0w
Baldwin 14568 nee LV 743 ,  ren/1905 1366, scrap  6/1926 605
1367 1895 4-6-0w
Baldwin 14574 nee LV 749 ,  ren/1905 1367, scrap  6/1922 606
1368 1895 4-6-0w
Baldwin 14576 nee LV 751 ,  ren/1905 1368, scrap  3/1929 607
1410 1895 4-6-0w
Baldwin 14570 nee LV 745 ,  ren/1905 1410, scrap  6/1922 608
1430 1895 4-6-0w
Baldwin 14258 nee LV 710 ,  ren/1905 1430, scrap  12/1926 609
1431 1895 4-6-0w
Baldwin 14260 nee LV 712 ,  ren/1905 1431, scrap  3/1922 610
1450 1895 4-6-0w
Baldwin 14256 nee LV 708 ,  ren/1905 1450, scrap  11/1922 611
1451 1895 4-6-0w
Baldwin 14259 nee LV 711 ,  ren/1905 1451, scrap  11/1922 612
1208 1896 4-6-0w
Baldwin 14931 nee LV 758,  ren./1905 1208,  reb.5/1906,  ren.5/1906 1384, scrap  1/1930 613
1209 1896 4-6-0w
Baldwin 14932 nee LV 759,  ren 1905 1209,  reb 7/1907,  ren 7/1907 1397, scrap  /1925 614
1210 1896 4-6-0w
Baldwin 14933 nee LV 760,  ren 1905 1210,  reb1905,  ren 1905 1373, scrap  2/1930 615
1211 1896 4-6-0w
Baldwin 14934 nee LV 761,  ren 1905 1211,  reb1905.  ren 1905 1374, scrap  5/1929 616
1212 1896 4-6-0w
Baldwin 14935 nee LV 762 ,  ren/1905 1212, scrap  12/1926 617
1214 1896 4-6-0w
Baldwin 14946 nee LV 765 ,  ren/1905 1214, scrap  3/1922 618
1215 1896 4-6-0w
Baldwin 14948 nee LV 767 ,  ren/1905 1215, scrap  2/1922 619
1216 1896 4-6-0w
Baldwin 14949 nee LV 768 ,  ren/1905 1216, scrap  11/1922 620
1217 1896 4-6-0w
Baldwin 14951 nee LV 770,  ren 1905 1217,  reb1907,  ren 1907 1379, scrap  10/1928 621
1218 1896 4-6-0w
Baldwin 14952 nee LV 771 ,  ren/1905 1218, scrap  6/1922 622
1219 1896 4-6-0w
Baldwin 14953 nee LV 772 ,  ren/1905 1219, scrap  5/1929 623
1236 1896 4-6-0w
Baldwin 14924 nee LV 756 ,  ren/1905 1236, scrap  9/1925 624
1369 1896 4-6-0w
Baldwin 14950 nee LV 769 ,  ren/1905 1369, scrap  6/1924 625
1377 1896 4-6-0w
Baldwin 14936 nee LV 764,  ren 1905 1213,  reb11/1905,  ren 11/1905 1377, scrap  3/1929 626
1411 1896 4-6-0w
Baldwin 14937 nee LV 764 ,  ren/1905 1411, scrap  11/1917 627
1412 1896 4-6-0w
Baldwin 14947 nee LV 766 ,  ren/1905 1412, scrap  9/1918 628
1432 1896 4-6-0w
Baldwin 14921 nee LV 753 ,  ren/1905 1432, scrap  8/1916 629
1433 1896 4-6-0w
Baldwin 14922 nee LV 754 ,  ren/1905 1433, scrap  8/1916 630
1434 1896 4-6-0w
Baldwin 14925 nee LV 757 ,  ren/1905 1434, scrap  2/1930 631
1460 1896 4-6-0w
Baldwin 14923 nee LV 755  ren./1905 1460,  ren 1905 1370 632
1248 1898 4-6-0w
Baldwin 16035 nee LV 776,  ren 1905 1248,  reb.11/1905,  ren 11/1905 1461, scrap 11/1917 633
1249 1898 4-6-0w
Baldwin 16039 nee LV 780 ,  ren/1905 1249, scrap  3/1929 634
1452 1898 4-6-0w
Baldwin 16032 nee LV 773 ,  ren/1905 1452, scrap  2/1930 635
1453 1898 4-6-0w
Baldwin 16033 nee LV 774 ,  ren/1905 1453, scrap  10/1928 636
1454 1898 4-6-0w
Baldwin 16036 nee LV 777 ,  ren/1905 1454, scrap  11/1922 637
1455 1898 4-6-0w
Baldwin 16037 nee LV 778 ,  ren/1905 1455, scrap  11/1922 638
1456 1898 4-6-0w
Baldwin 16038 nee LV 779 ,  ren/1905 1456, scrap  10/1928 639
1457 1898 4-6-0w
Baldwin 16040 nee LV 781 ,  ren/1905 1457, scrap  10/1917 640
1458 1898 4-6-0w
Baldwin 16041 nee LV 782 ,  ren/1905 1458, scrap  10/1917 641
1459 1898 4-6-0w
Baldwin 16034 nee LV 775 ,  ren/1905 1459, scrap  6/1924 642
1550 1900 4-6-0w
Baldwin 18849 nee LV 783 ,  ren,01 801,  ren/1905 1550, scrap  11/1922 643
1551 1900 4-6-0w
Baldwin 18850 nee LV 784,  ren 1901 802,  ren 1905 1551,  ,  ren/1905, scrap  2/1929 644
1552 1900 4-6-0w
Baldwin 18851 nee LV 785 ,  ren 1901 803,  ren/1905 1552,, scrap  10/1928 645
1553 1900 4-6-0w
Baldwin 18885 nee LV 786 ,  ren 1901 804  ren/1905 1553, scrap  11/1922 646
1554 1900 4-6-0w
Baldwin 18886 nee LV 787,  ren 1901 805,  ren/1905 1554, scrap  6/1924 647
1555 1901 4-6-0w
Baldwin 19348  ex /1904 788 ,  ren/1905 1555, scrap  2/1929 648
1556 1901 4-6-0w
Baldwin 19349 nee LV 789 ,  ren/1905 1556, scrap  6/1924 649
1600 1904 4-6-0w
Baldwin 24555 nee LV 1001 ,  ren/1905 1600, scrap  1/1933 650
1601 1904 4-6-0w
Baldwin 24556 nee LV 1002 ,  ren/1905 1601, scrap  12/1931 651
1602 1904 4-6-0w
Baldwin 24570 nee LV 1003 ,  ren/1905 1602, scrap  5/1936 652
1603 1904 4-6-0w
Baldwin 24571 nee LV 1004 ,  ren/1905 1603, scrap  5/1922 653
1604 1904 4-6-0w
Baldwin 24572 nee LV 1005 ,  ren/1905 1604, scrap  12/1931 654
1605 1904 4-6-0w
Baldwin 24573 nee LV 1006 ,  ren/1905, scrap  8/1940 655
1606 1904 4-6-0w
Baldwin 24584 nee LV 1007 ,  ren/1905 1606, scrap  3/1933 656
1607 1904 4-6-0w
Baldwin 24585 nee LV 1008 ,  ren/1905 1607, scrap  6/1929 657
1608 1904 4-6-0w
Baldwin 24598 nee LV 1009 ,  ren/1905 1608, scrap  3/1933 658
1609 1904 4-6-0w
Baldwin 24599 nee LV 1010 ,  ren/1905 1609, scrap  10/1932 659
1610 1904 4-6-0w
Baldwin 24600 nee LV 1011 ,  ren/1905 1610, scrap  12/1931 660
1611 1904 4-6-0w
Baldwin 24604 nee LV 1012 ,  ren/1905 1611, scrap  3/1929 661
1612 1904 4-6-0w
Baldwin 24605 nee LV 1013 ,  ren/1905 1612, scrap  10/1928 662
1613 1904 4-6-0w
Baldwin 24606 nee LV 1014 ,  ren/1905 1613, scrap  10/1928 663
1614 1904 4-6-0w
Baldwin 24615 nee LV 1015 ,  ren/1905 1614, scrap  5/1929 664
1615 1904 4-6-0w
Baldwin 24616 nee LV 1016 ,  ren/1905 1615, scrap  5/1933 665
1616 1904 4-6-0w
Baldwin 24632 nee LV 1017 ,  ren/1905 1616, scrap  10/1928 666
1617 1904 4-6-0w
Baldwin 24633 nee LV 1018 ,  ren/1905 1617, scrap  6/1926 667
1618 1904 4-6-0w
Baldwin 24645 nee LV 1019 ,  ren/1905 1618, scrap  10/1932 668
1619 1904 4-6-0w
Baldwin 24646 nee LV 1020,  ren 1905 1618,  scrap 10/1932 669
1620 1905 4-6-0w
Alco 37828  ex /1905 1020 scrap 2/1930 670
1621 1905 4-6-0w
Alco 37829   scrap 6/1922 671
1622 1905 4-6-0w
Alco 37830   scrap 5/1929 672
1623 1905 4-6-0w
Alco 37831   scrap 4/48 673
1624 1905 4-6-0w
Alco 37832   scrap 2/1930 674
1625 1905 4-6-0w
Alco 37833   scrap 3/1928 675
1626 1905 4-6-0w
Alco 37834   scrap 2/1917 676
1627 1905 4-6-0w
Alco 37835   scrap 2/1933 677
1628 1905 4-6-0w
Alco 37836   scrap 2/1917 678
1629 1905 4-6-0w
Alco 37837   scrap 12/1926 679
1630 1906 4-6-0w
Alco 39876   scrap /1925 680
1631 1906 4-6-0w
Alco 39877   scrap 1/1932 681
1632 1906 4-6-0w
Alco 39878   scrap 6/1932 682
1633 1906 4-6-0w
Alco 39879   scrap 12/1924 683
1634 1906 4-6-0w
Alco 39880   scrap 10/1932 684
1635 1906 4-6-0w
Alco 39881   scrap 11/1928 685
1636 1906 4-6-0w
Alco 39882   scrap 3/1917 686
1637 1906 4-6-0w
Alco 39883   scrap 6/1932 687
1638 1906 4-6-0w
Alco 39884   scrap 5/1932 688
1639 1906 4-6-0w
Alco 39885   scrap 12/1936 689
1640 1906 4-6-0w
Alco 39886   scrap 11/1928 690
1641 1906 4-6-0w
Alco 39887   wreck 2/1912    (LV's 1,000th locomotive!)
 691
1642 1906 4-6-0w
Alco 39888   scrap 1/1930 692
1643 1906 4-6-0w
Alco 39889   scrap 1/1930 693
1644 1906 4-6-0w
Alco 39890   scrap 8/1932 694
1645 1906 4-6-0w
Alco 39891   scrap 12/1924 695
1646 1906 4-6-0w
Alco 39892   scrap 12/1924 696
1647 1906 4-6-0w
Alco 39893   scrap 6/1929 697
1648 1906 4-6-0w
Alco 39894   scrap 11/1928 698
1649 1906 4-6-0w
Alco 39895   scrap 5/1922 699
1650 1906 4-6-0w
Baldwin 27860   scrap 2/1930 700
1651 1906 4-6-0w
Baldwin 27861   scrap 3/1930 701
1652 1906 4-6-0w
Baldwin 27862   scrap 5/1932 702
1653 1906 4-6-0w
Baldwin 27883   scrap 4/1932 703
1654 1906 4-6-0w
Baldwin 27891   scrap 12/1931 704
1655 1907 4-6-0w
Alco 42632   scrap 12/1932 705
1656 1907 4-6-0w
Alco 42633   scrap 3/1929 706
1657 1907 4-6-0w
Alco 42634   scrap 3/1929 707
1658 1907 4-6-0w
Alco 42635   scrap 1/1933 708
1659 1907 4-6-0w
Alco 42636   scrap 10/1928 709
1660 1907 4-6-0w
Alco 42637   scrap 3/1928 710
1661 1907 4-6-0w
Alco 42638   scrap 1/1934 711
1662 1907 4-6-0w
Alco 42639   scrap 11/1932 712
1663 1907 4-6-0w
Alco 42640   scrap 12/1932 713
1664 1907 4-6-0w
Alco 42641   scrap 2/1930 714
1665 1907 4-6-0w
Alco 43919   scrap 2/1933 715
1666 1907 4-6-0w
Alco 43920   scrap 3/1917 716
1667 1907 4-6-0w
Alco 43921   scrap 10/1932 717
1668 1907 4-6-0w
Alco 43922   scrap 3/1928 718
1669 1907 4-6-0w
Alco 43923   scrap 3/1929 719
1670 1907 4-6-0w
Alco 43924   scrap 11/1932 720
1671 1907 4-6-0w
Alco 43925   scrap 5/1936 721
1672 1907 4-6-0w
Alco 43926   scrap 2/1933 722
1673 1907 4-6-0w
Alco 43927   scrap 12/1932 723
1674 1907 4-6-0w
Alco 43928   scrap 2/1930 724
1675 1907 4-6-0w
Alco 43929   scrap 2/1930 725
1676 1907 4-6-0w
Alco 43930   scrap 2/1934 726
1677 1907 4-6-0w
Alco 43931   scrap 12/1932 727
1678 1907 4-6-0w
Alco 43932   scrap 2/1930 728
1679 1907 4-6-0w
Alco 43933   scrap 6/1929 729
1680 1908 4-6-0w
Baldwin 32525   scrap 2/1930 730
1681 1908 4-6-0w
Baldwin 32517   scrap 2/1934 731
1682 1908 4-6-0w
Baldwin 32518   scrap 8/1936 732
1683 1908 4-6-0w
Baldwin 32530   scrap 2/1933 733
1684 1908 4-6-0w
Baldwin 32531   scrap 2/1929 734
1685 1908 4-6-0w
Baldwin 32532   scrap 6/1929 735
1686 1908 4-6-0w
Baldwin 32533   scrap 6/1929 736
1687 1908 4-6-0w
Baldwin 32572   scrap 6/1929 737
1688 1908 4-6-0w
Baldwin 32573   scrap 1/1933 738
1689 1908 4-6-0w
Baldwin 32585   scrap 1/1917 739
1690 1908 4-6-0w
Baldwin 32586   scrap 3/1934 740
1691 1908 4-6-0w
Baldwin 32595   scrap 12/1931 741
1692 1908 4-6-0w
Baldwin 32605   scrap 9/1925 742
1693 1908 4-6-0w
Baldwin 32606   scrap 9/1925 743
1694 1908 4-6-0w
Baldwin 32652   scrap 11/1928 744
1590 1910 4-6-0w
Baldwin 34518   scrap 1/1930 745
1591 1910 4-6-0w
Baldwin 34519   scrap 6/1929 746
1592 1910 4-6-0w
Baldwin 34544   scrap 5/1932 747
1593 1910 4-6-0w
Baldwin 34545   scrap 1/1930 748
1594 1910 4-6-0w
Baldwin 34582   scrap 2/1933 749
1595 1910 4-6-0w
Baldwin 34596   scrap 1/1930 750
1596 1910 4-6-0w
Baldwin 34603   scrap 2/1930 751
1597 1910 4-6-0w
Baldwin 34604   scrap 3/1930 752
1598 1910 4-6-0w
Baldwin 34721   scrap 3/1929 753
1599 1910 4-6-0w
Baldwin 34730   scrap 10/1928 754
1800 1911 4-6-0
LV Sayre
  scrap 6/1936 755
1801 1911 4-6-0
LV Sayre
  scrap 5/1936 756
1802 1911 4-6-0
LV Sayre
  scrap 5/1936 757
1803 1911 4-6-0
LV Sayre
  scrap 1/1930 758
1804 1911 4-6-0
LV Sayre
  scrap 5/1936 759
1805 1911 4-6-0
LV Sayre
  scrap 1/49 760
1806 1911 4-6-0
LV Sayre
  scrap 12/1932 761
1807 1911 4-6-0
LV Sayre
  scrap 3/1928 762
1808 1911 4-6-0
LV Sayre
  scrap 4/1939 763
1809 1911 4-6-0
LV Sayre
  scrap 4/1939 764
1810 1911 4-6-0
LV Sayre
  scrap 2/1932 765
1811 1911 4-6-0
LV Sayre
  scrap /1938 766
1812 1911 4-6-0
LV Sayre
  scrap 8/1945 767
1813 1911 4-6-0
LV Sayre
  scrap 7/1936 768
1814 1911 4-6-0
LV Sayre
  scrap 7/1936 769
1815 1912 4-6-0
LV Sayre
  scrap 1/1933 770
1816 1912 4-6-0
LV Sayre
  scrap 11/1928 771
1817 1912 4-6-0
LV Sayre
  scrap 1/1932 772
1818 1912 4-6-0
LV Sayre
  scrap 3/1930 773
1819 1912 4-6-0
LV Sayre
  scrap 2/1949 774
1820 1912 4-6-0
LV Sayre
  scrap 1/1947 775
1131 1917 4-6-0 J-25 LV Sayre
  scrap 9/1946 776
1132 1917 4-6-0 J-25 LV Sayre
  scrap 9/1951 777
1133 1917 4-6-0 J-25 LV Sayre
  scrap 1/1951 778
1134 1917 4-6-0 J-25 LV Sayre
  scrap 7/1949 779
1135 1917 4-6-0 J-25 LV Sayre
  scrap 6/1947 780
1136 1917 4-6-0 J-25 LV Sayre
  scrap 12/1950 781
1137 1917 4-6-0 J-25 LV Sayre
  scrap 6/1949 782
1138 1917 4-6-0 J-25 LV Sayre
  scrap /1940 783
1139 1917 4-6-0 J-25 LV Sayre
  scrap /1940 784
1140 1917 4-6-0 J-25 LV Sayre
  scrap 12/1950 785
1141 1917 4-6-0 J-25 LV Sayre
  scrap /1940 786
1142 1917 4-6-0 J-25 LV Sayre
  scrap 8/1945 787
1143 1917 4-6-0 J-25 LV Sayre
  scrap 8/1940 788
1144 1917 4-6-0 J-25 LV Sayre
  scrap 8/1945 789
1145 1917 4-6-0 J-25 LV Sayre
  scrap /1940 790
1146 1917 4-6-0 J-25 LV Sayre
  scrap 1/1951 791
1147 1917 4-6-0 J-25 LV Sayre
  scrap /1940 792
1148 1917 4-6-0 J-25 LV Sayre
  scrap 9/1951 793
1149 1917 4-6-0 J-25 LV Sayre
  scrap /1940 794
1150 1917 4-6-0 J-25 LV Sayre
  scrap 3/1949 795
1151 1917 4-6-0 J-25 LV Sayre
  scrap 8/1946 796
1152 1917 4-6-0 J-25 LV Sayre
  scrap 7/1950 797
1153 1918 4-6-0 J-25 LV Sayre
  scrap 8/1946 798
1154 1918 4-6-0 J-25 LV Sayre
  scrap 9/1946 799
1155 1918 4-6-0 J-25 LV Sayre
  scrap 5/1950 800
1156 1918 4-6-0 J-25 LV Sayre
  scrap 12/1945 801
1157 1918 4-6-0 J-25 LV Sayre
  scrap 7/1946 802
1158 1918 4-6-0 J-25 LV Sayre
  scrap 8/1945 803
1159 1918 4-6-0 J-25 LV Sayre
  scrap 3/1946 804
1160 1918 4-6-0 J-25 LV Sayre
  scrap 12/48 805
1161 1918 4-6-0 J-25 LV Sayre
  scrap 8/1946 806
1162 1918 4-6-0 J-25 LV Sayre
  scrap 3/1949 807
1163 1918 4-6-0 J-25 LV Sayre
  scrap 12/1945 808
1164 1918 4-6-0 J-25 LV Sayre
  scrap 8/1946 809


...................








0-4-0 Switcher
       Built 1857 - 1906
Rostered 1857 - 1939
                                                                                 Bud Laws collection, from North East Rails - used with permission, thanks!
0-4-0 Switchers were very uncommon on the LV. The LV, being primarily in the business of hauling heavy loads of coal, had little use for such small switchers. Only two were ever on the roster, the least common of the "regular" wheel arrangements.

No. 3500 was known to have been used at the LV's Bronx Terminal.
Road
No. 		Year
blt. 		Type Class Builder b/n Notes
6 (1st) 1857
 0-4-0
Cooke
 131
 named "Vulcan" then "Alps"
 811
3500
 1906
 0-4-0T
 B-1
 Brooks
 40785
 scrapped 8/1939
 812











0-6-0 Switcher
       Built 1859 - 1914
Rostered 1859 - 1951


                  LV 22 - LV's first 0-6-0 - built by Mason - 1859           Photographer unknown.



             LV No. 432 - "Potter" - built 1884 - LV Hazleton shops     Photographer unknown.



                              LV No. 3359 - built 1892 - Baldwin               Photographer unknown.



                        LV No. 3253 - built 1876 - LV Hazleton shops.      Photographer unknown.
  rebuilt 1911 at Sayre


                           LV No. 3438 - built 1913 - LV Sayre Shops.      Photographer unknown.
                                                                                

0-6-0 Switchers were the smallest switchers in common use on the LV.
One hundred eleven 0-6-0's existed, built new as 0-6-0's, plus three 4-6-0's rebuilt into 0-6-0's.2
Making 114 total 0-6-0's on the LV roster, slightly less than the 143 0-8-0's.
Scroll for the entire 0-6-0 Roster:
Road
No.		 Year
blt.		 Type Class Builder b/n Notes
3250 1859 0-6-0
Mason 87 nee LV 22,  ren 1905 3250, scrap 3/1913 813
109 1861 0-6-0
LV Hazleton
scrap by /1905 814
108 1861 0-6-0
LV Hazleton
scrap by /1891 815
110 1862 0-6-0
LV Hazleton
scrap by /1883 816
111 1862 0-6-0
LV Hazleton
scrap by /1883 817
3251 1862 0-6-0
Mason 110 nee LV 27,  ren 1905 3251, scrap 6/1914 818
3220 1863 0-6-0
LV Hazleton
nee LV 112,  ren /1905 3220, scrap 12/1911 819
115 1864 0-6-0t
LV Hazleton
scrap by /1905 820
116 1864 0-6-0t
LV Hazleton
scrap by /1905 821
60 1866 0-6-0
McKay (33) gone by 1905 822
59 1866 0-6-0
McKay (32) gone by 1905 823
3236 1867 0-6-0
LV Hazleton
nee LV 121,  ren./1905 3236, sold /1906 SI&E 490 824
90 1868 0-6-0
LV Hazleton
 ren./1872 221 825
91 1868 0-6-0
LV Hazleton
gone by 1905 826
221 1868 0-6-0
LV Hazleton
ex /1872 90, sold /1872 Pa.& NY 221, gone by 1905 827
30 1868 0-6-0
Dickson 17 ex /?? Parish & Thomas 1, gone by /1890 828
3232 1869 0-6-0
LV Hazleton
nee LV 92,  ren./1905 3232, scrap 10/1905 829
101 1870 0-6-0
LV Hazleton
gone by 1905 830
114 1871 0-6-0
LV Hazleton
nee LV 114,  ren./1875 Pa.& NY 240, gone by 1905 831
3233 1871 0-6-0
LV Hazleton
nee LV 107,  ren./1905 3233, sold /1907 SI&E 559 832
218 1872 0-6-0
LV Hazleton
gone by /1885 833
177 1872 0-6-0
LV Hazleton
nee LV 177,  ren./1874 Pa.& NY 235, gone by 1905 834
179 1872 0-6-0
LV Hazleton
gone by 1905 835
182 1873 0-6-0
LV Hazleton
gone by /1888 836
3223 1873 0-6-0
LV Hazleton
nee LV 224, sold /1873 Pa.& NY 224,  ren./1905 3223, scrap 1/19 837
122 1873 0-6-0
LV Hazleton
 ren./1873 224 838
143 1876 0-6-0
LV Hazleton
gone by 1905 839
3253 1876 0-6-0
LV Hazleton
ex /1905, scrap 9/1932 840
3234 1877 0-6-0
LV Hazleton
nee LV 114,  ren /1905 3234, scrap 3/10 841
339 1879 0-6-0
LV Wea
gone by 1905 842
3216 1879 0-6-0
Baldwin 4858 nee LV 926, ex National Storage Co.1,  ren./1905 3216,scrap 11/11 843
391 1882 0-6-0
LV Hazleton
gone by 1905 844
420 1883 0-6-0
LV Hazleton
goneby /1905 845
3254 1883 0-6-0
LV Hazleton
nee LV 432,  ren./1905 3254,scrap 4/10 846
3200 1883 0-6-0t
LV Hazleton
nee LV 418,  ren./1905 3200(1st), scrap 11/1922 847
3201 1883 0-6-0t
LV Hazleton
nee LV 419,  ren./1905 3201(1st), scrap 5/1913 848
3205 1883 0-6-0t
LV Hazleton
enee LV 501,  ren 1905 3205,, scrap 7/1917 849
433 1884 0-6-0
LV Hazleton
gone by 1905 850
434 1884 0-6-0
LV Hazleton
gone by 1905 851
435 1884 0-6-0
LV Hazleton
gone by 1905 852
436 1884 0-6-0t
LV Hazleton
gone by 1905 853
3206 1884 0-6-0t
LV Hazleton
nee LV 502,  ren 1905 3206,,  ren./?? 3247, scrap 1/1930 854
3450 1884 0-6-0
Cooke 1569 nee LV 914, to EC&N 14, ren./1905 3371, scrap 3/18 855
3451 1884 0-6-0
Cooke 1604 ex ~/1913 1169, scrap 5/1913 856
3235 1887 0-6-0
LV Hazleton
ex /1905 119, sold 2/10 GC&L 108 857
3255 1887 0-6-0
LV S. Easton
nee LV 445,  ren 1905 3255,, scrap 7/18 858
3235 1887 0-6-0
LV Hazleton
nee LV 119,  ren./1905 3235 859
3273 1887 0-6-0
Baldwin 8838 nee LV 927, (betw./1901 & /1904) National Storage Co.2,  ren./1905 3273, scrap 3/1928 860
3256 1888 0-6-0
LV S. Easton
nee LV 446,  ren./1905 3256, scrap 2/1934 861
3257 1888 0-6-0
LV S. Easton
nee LV 447,  ren./1905 3257, scrap 12/18 862
3202 1888 0-6-0t
LV Hazleton
nee LV 472,  ren./1905 3202,  ren./?? 3244,scrap 1/1930 863
3258 1889 0-6-0
LV S. Easton
nee LV 505,  ren./1905 3258, scrap 9/1913 864
3203 1889 0-6-0t
LV Hazleton
nee LV 473,  ren./1905 3203,  ren./?? 3245, scrap 3/1934 865
3204 1889 0-6-0t
LV Hazleton
nee LV 474,  ren./1905 3204,  ren./?? 3246, scrap 2/1931 866
3350 1889 0-6-0
Baldwin 9767 nee LV 497, to P&NY 611,  ren./1905 3350, scrap 12/1917 867
3351 1889 0-6-0
Baldwin 9776 nee LV 498, to P&NY 612,  ren./1905 3351, scrap 4/1917 868
3352 1889 0-6-0w
Baldwin 10244 nee LV 507,  ren./1905 3352,  ren./1906 3271, scrap 3/1941 869
3353 1889 0-6-0
Baldwin 10245 nee LV 508,  ren./1905 3353, scrap 8/1913 870
3252 1890 0-6-0
LV S. Easton
nee LV 125,  ren./1905 3252, scrap 9/1932 871
3259 1891 0-6-0
LV S. Easton
nee LV 581,  ren./1905 3259, scrap 7/1916 872
3207 1891 0-6-0w
LV Hazleton
nee LV 608,  ren./1905 3207,  ren./?? 3248, scrap 2/1931 873
3208 1891 0-6-0w
LV Hazleton
nee LV 609,  ren./1905 3208, ren./?? 3249, scrap 10/1928 874
3270 1891 0-6-0
Cooke 2079 nee LV 928, (betw./1901 & /1904) National Storage Co.3, ren./1905 3270, scrap 3/1913 875
3354 1891 0-6-0t
Baldwin 11545 nee LV 563,  ren./1905 3354, scrap 9/1951 876
3355 1891 0-6-0
Baldwin 11546 nee LV 564,  ren./1905 3355, scrap 9/1925 877
3230 1892 0-6-0
LV Hazleton
nee LV 651,  ren./1905 3230, scrap 11/1907 878
3260 1892 0-6-0t
LV S. Easton
nee LV 616,  ren./1905 3260, scrap 3/1916 879
3261 1892 0-6-0t
LV S. Easton
nee LV 647,  ren./1905 3261, scrap 1/19 880
3356 1892 0-6-0
Baldwin 12622 nee LV 623,  ren./1905 3356, scrap 10/1917 881
3357 1892 0-6-0
Baldwin 12623 nee LV 624,  ren./1905 3357, scrap 4/1920 882
3358 1892 0-6-0
Baldwin 12624 nee LV 625,  ren./1905 3358, scrap 10/1951 883
3359 1892 0-6-0
Baldwin 12631 nee LV 626,  ren./1905 3359, scrap 4/48 884
3360 1892 0-6-0
Baldwin 126454 nee LV 627,  ren./1905 3360, scrap 8/1916 885
3262 1893 0-6-0
LV S. Easton
nee LV 648,  ren./1905 3262, scrap 5/1916 886
3370 1898 0-6-0
Baldwin 15923 nee LV 925, to 11/1901 National Docks Railway Co. 1,  ren./1905 3370, scrap 12/1926 887
3400 1905 0-6-0
Baldwin 26531 scrap 3/1931 888
3401 1905 0-6-0
Baldwin 26610 scrap 3/1931 889
3402 1905 0-6-0
Baldwin 26653 scrap 7/1932 890
3420 1907 0-6-0w
Baldwin 30869 scrap 1/1934 891
3421 1907 0-6-0w
Baldwin 30870 scrap 5/1945 892
3422 1907 0-6-0w
Baldwin 31056 scrap 2/1933 893
3423 1907 0-6-0w
Baldwin 31102 scrap 2/1933 894
3424 1907 0-6-0w
Baldwin 31157 scrap 2/1933 895
3425 1910 0-6-0w
Baldwin 34433 scrap 1/1951 896
3426 1910 0-6-0w
Baldwin 34443 scrap 12/1933 897
3427 1910 0-6-0w
Baldwin 34503 scrap 2/1938 898
3428 1911 0-6-0w
LV Sayre
scrap 11/1932 899
3429 1911 0-6-0w
LV Sayre
scrap 11/1932 900
3430 1911 0-6-0w
LV Sayre
scrap 12/1932 901
3431 1911 0-6-0w
LV Sayre
scrap 11/1932 902
3432 1911 0-6-0w
LV Sayre
scrap 12/1932 903
3433 1912 0-6-0w
LV Sayre
scrap 8/1945 904
3434 1912 0-6-0w
LV Sayre
scrap 8/1945 905
3435 1912 0-6-0w
LV Sayre
scrap 1/1933 906
3436 1912 0-6-0w
LV Sayre
scrap 11/1930 907
3437 1912 0-6-0w
LV Sayre
scrap 12/1932 908
3438 1913 0-6-0w
LV Sayre
scrap 8/1945 909
3439 1913 0-6-0w
LV Sayre
scrap 2/1934 910
3440 1913 0-6-0w
LV Sayre
scrap 12/1932 911
3441 1913 0-6-0w
LV Sayre
scrap 1/1938 912
3442 1913 0-6-0w
LV Sayre
scrap 2/1934 913
3443 1913 0-6-0w
LV Sayre
scrap 2/1951 914
3444 1913 0-6-0w
LV Sayre
scrap 1/1933 915
3445 1913 0-6-0w
LV Sayre
scrap 12/1936 916
3446 1913 0-6-0w
LV Sayre
scrap 2/1933 917
3447 1913 0-6-0w
LV Sayre
scrap 2/1933 918
3448 1913 0-6-0w
LV Sayre
scrap 3/1936 919
3449 1913 0-6-0w
LV Sayre
scrap 2/1933 920
3452 1914 0-6-0w
LV Sayre
scrap 3/1934 921
3450 1914 0-6-0w
LV Sayre
scrap 8/1939 922
3451 1914 0-6-0w
LV Sayre
scrap 2/1933 923











2-2-0 "Planet" type
 Built 1862
        Rostered 1862 - 18??
LV No. 24 - "Lilliput" - built 1862 - Mason Machine Works
Only one 2-2-0 is recorded on the LV roster, the LV's "Lilliput" built by Mason in 1862. The Lilliput is said to have been  rebuilt as a 4-2-4T, there are no known photos of her in that configuration. (The only other 4-2-4T on the LV roster was "Dorothy")

Could the "Lilliput" have been  rebuilt into "Dorothy"? it's possible! Dorothy was built in 1884 at the Wilkes Barre shops, and Lilliput is indicated as "scrapped about 1885", so the dates are interesting. Also, there is the notation that the Lilliput was  rebuilt into a 4-2-4T.2  And, the drivers of Lilliput and Dorothy appear to be identical! and the smokebox (front of the boiler) looks very similar. It has been assumed that Dorothy was built from scratch, but its possible that the Lilliput gave her drivers and boiler to Dorothy! This is however merely speculation at this point, but its an interesting theory! (click here for Dorothy)
Road
No. 		Year
blt. 		Type Class Builder b/n Notes
24
 1862
 2-2-0
Mason
 115
 named "Lilliput", with 4wh. tender, ( reb.4-2-4t), scrap ~1885
 924


.









2-6-0 Mogul
           Built 1864 - 1894
Rostered 1864 - 1930


Southern Central Railroad No. 65 - Built by Rogers, 1878 - Later LV No. 478



LV 87, the "Little Giant", built by Baldwin in 1868.
2-6-0 Moguls were quite uncommon on the LV. Probably like the 0-4-0 switchers, the Moguls were simply too small and light to be very useful to an Anthracite hauler. Only seven moguls were purchased new by the LV, the rest came from LV predecessor roads Lehigh & Mahoney, Southern Central, Geneva Ithaca & Sayre, Elmira Cortland & Northern, and Delaware Susquehanna and Schuylkill.  A total of 41 moguls were on the LV roster.
Scroll for the entire 2-6-0 Roster:
Road
No.		 Year
blt.		 Type Class Builder b/n Notes
69 1864 2-6-0
Grant 422 named "Shamoken" nee Lehigh & Mahanoy Railroad 6,
to LV 69 in 6/1866, sold by /1905 to Jennings Bros.6		 927
1076 1864 2-6-0
Grant 423 nee Lehigh & Mahanoy Railroad 7, to LV 70 in 6/1866,  ren./1905 1076 928
83 1868 2-6-0
LV Del
gone by 1905 929
1700 1868 2-6-0
Baldwin 1726 nee LV 87, sold /1908 GC&L 58 930
97 1868 2-6-0
Baldwin 1809 named "Mountaineer", gone by 1905 931
1 (2nd)
 1869 2-6-0
LV Del
retired./1902 932
2610 1870 2-6-0
LV Del
nee LV 147,  ren./1905 2610 933
299 1872 2-6-0
Rogers 2089 named "Lehigh Valley", nee So. Cent 50, to LV 299, gone by 1905 934
254 1872 2-6-0
Rogers 2068 named "Fair Haven", nee So. Cent 45, to LV 254, to LV 1704 in 1905, sold to Southern Iron & Equipment Co. in 1905 935
536 1873 2-6-0
Baldwin 3456 nee Geneva Ithaca & Sayre 10 (1st),  ren to GI&S #13, to LV 536,  rebuilt 1883 to 0-6-0 at Sayre 936
1760 1874 2-6-0
RhIsl 553 nee LV 6 (3rd),   ren./1905 1760, scrap 11/1907 937
1761 1874 2-6-0
RhIsl 554 nee LV 18,  ren./1905 1761, scrap 11/1907 938
477 1878 2-6-0
Rogers 2475 named "Richford"nee So.Cent.60, to LV 477 in 1886, gone by 1905 939
478 1878 2-6-0
Rogers 2476 named "Owasco" nee So.Cent.65, to LV 478 in 1886, gone by 1905 940
479 1881 2-6-0
Rogers 2755 named "Sayre", nee So.Cent.75, to LV 479 in 1886, gone by 1905 941
480 1881 2-6-0
Rogers 2756 named "Cato" ,nee So.Cent.80, to LV 480 in 1886, gone by 1905 942
1714 1884 2-6-0
Cooke 1567 nee LV 912,  ren 1905 1714, scrap 11/11 943
1719 1884 2-6-0
Cooke 1603 nee EC&N 16, to LV 916 in 1896,  ren./1905 1719, scrap 12/1909 944
1721 1884 2-6-0
Cooke 1605 nee EC&N 18, to LV 918 in 1896,  ren./1905 1721, scrap 12/1909 945
1718 1886 2-6-0
Cooke 1711 nee EC&N 20, to LV 920 in 1896,  ren./1905 1718, scrap 9/11 946
1720 1886 2-6-0
Cooke 1712 nee EC&N 21, to LV 921 in 1896,  ren./1905 1720, scrap 10/1912 947
1722 1886 2-6-0
Cooke 1713 nee EC&N 22, to LV 922 in 1896,  ren./1905 1722, scrap 12/1909 948
1713 1890 2-6-0w
LV Del
nee LV 542,  ren./1905 1708(1st),  ren./1905 1713, scrap 4/1913 949
1702 1891 2-6-0
Baldwin 12375 neeDS&S 4, to LV 1702 in 1905, disp.unk. 950
1703 1891 2-6-0
Baldwin 12377 neeDS&S 5, to LV 1703 in 1905, scrap 7/1912 951
1704 1891 2-6-0
Baldwin 12410 neeDS&S 6, to LV 1704 in 1905, scrap 9/1913 952
1705 1891 2-6-0
Baldwin 12411 neeDS&S 7, to LV 1705 in 1905, scrap 9/1912 953
1706 1892 2-6-0
Baldwin 12868 neeDS&S 8, to LV 1706 in 1905, scrap 8/1915 954
1707 1892 2-6-0
Baldwin 12874 neeDS&S 9, to LV 1707 in 1905, scrap 9/1912 955
1708 1893 2-6-0
Baldwin 13337 neeDS&S 10, to LV 1708 in 1905, scrap 4/1913 956
1709 1893 2-6-0
Baldwin 13338 neeDS&S 11, to LV 1709 in 1905, scrap 10/1912 957
1904 1894 2-6-0
Baldwin 13979 neeDS&S 18, to LV 1904 in 1905, scrap 3/1928 958
1905 1894 2-6-0
Baldwin 13980 neeDS&S 19, to LV 1905 in 1905, scrap 5/1922 959
1906 1894 2-6-0
Baldwin 13982 neeDS&S 20, to LV 1906 in 1905, scrap 5/1922 960
1907 1894 2-6-0
Baldwin 13983 neeDS&S 21, to LV 1907 in 1905, scrap 5/1922 961
1900 1894 2-6-0
Baldwin 13984 ordered as DS&S 22, (direct to LV, never on DS&S), to LV 661,  ren 1895 700,  ren 1905 1900, scrap 6/1922 962
1940 1894 2-6-0
Baldwin 13985 ordered as DS&S 23, (direct to LV, never on DS&S), to LV 662,  ren 1895 701,  ren 1905 1940,  ren 1905 1840 scrap 5/1929 963
1901 1894 2-6-0
Baldwin 13986 ordered as DS&S 24, (direct to LV, never on DS&S), to LV 663,  ren 1895 702,  ren 1905 1901, scrap 3/1917 964
1902 1894 2-6-0
Baldwin 13987 ordered as DS&S 25, (direct to LV, never on DS&S), to LV 664,  ren 1895 703,  ren 1905 1902, scrap 1/1930 965
1903 1894 2-6-0
Baldwin 13988 ordered as DS&S 26, (direct to LV, never on DS&S), to LV 665,  ren 1895 704,  ren 1905 1903, scrap 6/1922 966
1941 1894 2-6-0
Baldwin 13989 ordered as DS&S 27, (direct to LV, never on DS&S), to LV 666,  ren 1895 705,  ren 1905 1800,  ren 1905 1841,  ren 1905 1941, scrap 6/1922 967





































































.....








 
2-8-0 Consolidation
          Built 1866 - 1913
Rostered 1866 - 1951

  

LV No. 63 - The "Consolidation" - built by Baldwin, 1866
Baldwin Locomotive Works builders photo.
The photo above is not just a photo of "a" consolidation, it is a photo of THE Consolidation! The world's first 2-8-0 road engine. She was designed by Lehigh & Mahoney Railroad master mechanic Alexander Mitchell, who "set out to design a locomotive capable of wrestling heavy trainloads over the Mahoney branch" 3

The Consolidation was built by a skeptical and conservative Matthias Baldwin who was concerned that such a "radical" design would not be successful. The Consolidation was however extremely successful, and 2-8-0's went on to become the single most popular steam locomotive wheel arrangement of all time! roughly 35,000 consolidations were built world-wide.7

(There is also a modern theory that suggests the part about Matthias Baldwin being "skeptical" and "unwilling" to build this 2-8-0, might be pure myth! This locomotive wasnt anything the Baldwin shops couldnt handle. yes, it was cutting-edge, but was Baldwin really so conservative that he would have considered *not* building it? We dont know for sure, but that's the legend.)

The locomotive recieved the name "Consolidation" in honor of the consolidation of the Lehigh & Mahoney and the Lehigh Valley Railroads. (It was not really a "merger of equals" as the name "consolidation" might suggest..in reality the much larger LV was simply absorbing the smaller L&M into its expanding empire!) But the name stuck, and this first Consolidation gave the name to the entire class of thousands of 2-8-0's, around the world, that followed.

The Consolidation was lettered for the L&M at Baldwin, but she was delivered as a LV locomotive. She received a new boiler in May, 1875, and was  rebuilt in October 1885 at Delano.  She was  renumbured to 617 in 1905, then quickly  renumbured again (also in 1905) to No. 623, and she was finally scrapped in January 1912.2, after 46 years of reliable service.

There are three known photos of the original "Consolidation", two Baldwin builders photos (one above, one below) and one later "in service" photo. See below for a photo of 63, the original consolidation, in her later rebuilt state.

The Consolidation was so successful that more copies were immediately ordered, and within six years 27 were on the roster. The LV eventually rostered a total of 308 consolidations, which were the primary heavy freight locomotives on the LV through the 1870's, 1880's and 1890's. The supremacy of the 2-8-0 was unmatched until the turn of the 20th Century, when 2-8-2 mikados finally took over the mainline freight runs. LV consolidations slowly faded out through the 1910's, 20's and 30's as they ran out their careers, and a small number survived up until the 1940's, and one even survived to 1950! (see No. 706 below)

The last group of LV consolidations, class M-38, built at Sayre between 1909 and 1913, were  rebuilt between 1924 and 1929 (also at Sayre) into thirty six 0-8-0 switchers, becoming 0-8-0's number 3176 - 3210, who then operated in their new 0-8-0 configuration up until the end of the steam era.



Illustration of the Consolidation by William Wright. From his book
"Development of the Locomotive", published in 1925.



LV No. 63 - The "Consolidation" - built by Baldwin, 1866
This is the 2nd Baldwin Locomotive Works builders photo.
(the first is at the top of this section.)



LV No. 63 - The "Consolidation" (same locomotive as the original "Consolidation")
Built by Baldwin, 1866.
Photo shows No. 63 after being  rebuilt; new boiler, new cab,
and other upgrades. Date unknown, but probably 1890's.



LV No. 310 - The "United States" - built by Baldwin, 1876
"FREIGHT POWER OF '76. Among the standard gauge locomotives exibited by Baldwin Locomotive Works of Phildelphia was this handsome Consolidation type built for the Lehigh Valley R.R. as their No. 310 and named the UNITED STATES. The engine was equipped with the Bissell leading truck, carried 130 pounds working pressure steam in her wagon top boiler, and weighed 100,000 lbs. in working order. Her cylinders had a diameter of 20 inches with a 24 inch stroke and her driving wheels had a diameter of 50 3/4ths inches, she was equipped with both a cross-head water pump and an injector for supplying her boiler with water, and while details are lacking, the injector visable through the center cab window appears to be a type called the Rue Little Giant, a product of the Rue Manufacturing Co. of Phildelphia.  The UNITED STATES is a good example of heavy duty freight power in use during the late 1870's and the photo shows her to have been tastefully finished without the gaudy ornamentation affected by some roads and builders. Lubrication for her cylinders was supplied through pipes concealed under her polished, brassbound jacket, and her exaust nozzle was of the variable type; built to burn anthracite coal, her fi rebox contained 24 square feet of grate area. She had a total wheel base of 22 ft. 10 inches, and a rigid wheel base of 14 ft. 9 inches." (Courtesy of H.L. Broadbelt collection.)



Joseph A. Smith collection, from North East Rails - used with permission, thanks!

LV No. 706 - built by Baldwin, 1899.
No. 706 was the last Consolidation on the LV roster, she operated up to 1950
and was scrapped in 1951. Click here for a video!



                         LV No. 911 - built by LV Sayre Shops, 1910      Photographer unknown.
(number 911 is two years younger than sister 929 (below)
but the photo of 911 is taken years after the photo of 929)

                         LV No. 929 - built by LV Sayre Shops, 1912.      Photographer unknown.
(shown in "as built" configuration)

No's 911 and 929 were members of the last class of Consolidations on the LV,
and many of this class were  rebuilt into 0-8-0 switchers at Sayre between 1924 and 1929.2
No. 929 was  rebuilt as 0-8-0 No. 3200 in 1927.2
Scroll for the entire 2-8-0 Roster:
Road
No.		 Year
blt.		 Type...... Class Builder..... b/n Notes
623 1866 2-8-0
Baldwin 1500 named "Consolidation", nee LV 63, new boiler 5/1875,  reb.10/1885 Delano,  ren 1905 617,  ren 1905 623, scrap 1/1912 968
540 1867 2-8-0
Baldwin 1628 named "Commodore Stockton", nee LV 77,  reb.5/1888, ,  ren 1905 540, scrap 5/1916 969
78 1867 2-8-0
Baldwin 1633 named "J.M.Porter",  reb.9/1884, , gone by 1905 970
624 1867 2-8-0
Baldwin 1644 named "Ajax", nee LV 79,  reb.7/1892, ,  ren 1905 619,  ren 1905 624, scrap 9/18 971
625 1867 2-8-0
Baldwin 1650 named "Achilles", nee LV 80,  reb.7/1891, ,  ren 1905 620,  ren 1905 625, scrap 12/1913 972
85 1867 2-8-0
Baldwin 1689 named "Josiah O.Stearn", , gone by 1905 973
639 1867 2-8-0w
Norris 1248  reb.W.Barre 4/1889, nee LV 82, scrap 2/1909 974
626 1868 2-8-0
Baldwin 1811 named "Coal Ridge", nee LV 99,  reb.11/1892, ,  ren 1905 621,  ren 1905 626, scrap 2/1915 975
600 1868 2-8-0
Baldwin 1812 named "Trevorton", nee LV 100,  reb.10/1889, ,  ren 1905 600, scrap 4/1916 976
510 1871 2-8-0
Baldwin 2587 ( reb.2/1883 W.Barre), nee LV 171, sold 12/1908 unknown 977
165 1872 2-8-0
Baldwin 2679 named "Maryland",  reb.4/1882, , gone by 1905 978
166 1872 2-8-0
Baldwin 2682 named "Virginia",  reb.6/1883, , gone by 1905 979
167 1872 2-8-0
Baldwin 2699 named "Carolina",  reb.4/1885, , gone by 1905 980
627 1872 2-8-0
Baldwin 2701 named "Georgia", nee LV 168,  reb.11/1890, ,  ren 1905 622,  ren 1905 627, scrap 5/1913 981
628 1872 2-8-0
Baldwin 2733 named "Florida",  reb.3/1891, ,  ren 1905 623,  ren 1905 628, scrap 9/1915 982
601 1872 2-8-0
Baldwin 2742 named "Alabama", nee LV 170,  reb.6/1889 Delano ,  ren 1905 LV 601 983
324 1874 2-8-0w
Grant 1146 named "Bedford",  reb.8/1892, divert.9/1876 from Russian Govt.because no payment, gone by 1905 984
325 1874 2-8-0w
Grant 1147 named "Fayette", divert.9/1876 from Russian Govt.because no payment, gone by 1905 985
326 1874 2-8-0w
Grant 1148 named "Franklin", divert.9/1876 from Russian Govt.because no payment, gone by 1905 986
538 1874 2-8-0w
Grant 1152 named "Clarion", nee LV 327,  reb.6/1891, divert.9/1876 from Russian Govt.because no payment,  ren 1905 538, scrap 3/1922 987
328 1874 2-8-0w
Grant 1153 named "Chester", nee LV 328,  reb.10/1888, divert.9/1876 from Russian Govt.because no payment,  ren 1905 532, scrap 5/10 988
329 1874 2-8-0w
Grant 1154 named "Montour", nee LV 329,  reb.8/1887, divert.9/1876 from Russian Govt.because no payment,  ren 1905 531, scrap 6/1924 989
330 1874 2-8-0w
Grant 1155 named "Cambria", nee LV 330,  reb.5/1889, divert.9/1876 from Russian Govt.because no payment,  ren 1905 536, scrap 1/1915 990
331 1874 2-8-0w
Grant 1156 named "Dauphin", nee LV 331.  reb.11/1888, divert.9/1876 from Russian Govt.because no payment,  ren 1905 533, scrap 7/1907 991
332 1874 2-8-0w
Grant 1157 named "Mifflin", nee LV 332,  reb.3/1892, divert.9/1876 from Russian Govt.because no payment,  ren 1905 539, scrap 5/1905 992
333 1874 2-8-0w
Grant 1158 named "Monroe", nee LV 333,  reb.11/1889, divert.9/1876 from Russian Govt.because no payment,  ren 1905 537, scrap 8/18 993
598 1876 2-8-0
Baldwin 3862 named "United States", nee LV 310,  reb.1/1892 Wilkes Barre,  ren 1905 598, scrap 3/1928 994
530 1879 2-8-0
Delano
named "Independence", nee LV 340,  reb.12/1889, ,  ren 1905 530 (or scrap 10/1903??) 995
603 1880 2-8-0
Delano
named "Ashland", nee LV 342,  reb.5/1890, ,  ren 1905 603, scrap 3/1916 996
605 1880 2-8-0
Delano
named "Girardville", nee LV 343,   reb.9/1891 Delano,  ren 1905 605, scrap 10/1912 997
546 1880 2-8-0
Baldwin 5153 named "Titan", nee LV 351,  reb.7/1890 Wilkes Barre ,  ren 1905 546, scrap 10/1916 998
547 1880 2-8-0
Baldwin 5167 named "Cyclops", nee LV 381,  ren 1905 547 (or 548?), scrap 5/1913 999
347 1880 2-8-0
Baldwin 5168 named "Brownsville", , gone by 1905 1000
541 1880 2-8-0
Baldwin 5182 named "Continental", nee LV 348,  ren 1905 541, scrap 9/1917 1001
542 1880 2-8-0
Baldwin 5186 named "Fairview", nee LV 349,  ren 1905 542, scrap 5/1916 1002
543 1880 2-8-0
Baldwin 5204 named "Packerton", nee LV 350,   ren 1905 543, scrap 10/1917 1003
622 1881 2-8-0
Delano
named "Hudsondale", nee LV 366,  ren 1905 616,  ren 1905 622, scrap 10/1912 1004
616 1881 2-8-0
Delano
named "Yatesville", nee LV 367,  ren 1905 610(1st),  ren 1905 616, scrap 5/1913 1005
512 1882 2-8-0
Delano
named "Logan", nee LV 364,  ren 1905 512, sold 12/1909 to unknown 1006
514 1882 2-8-0
Delano
named "Hazle Dell", nee LV 365,   ren 1905 514, scrap 5/1905 1007
381 1882 2-8-0
LV Wea
named "Saturn", nee LV 381,  reb.4/1890, ,  ren 1905 548, 1008
617 1882 2-8-0
Delano
named "Primrose", nee LV 389,  ren 1905 611(1st),  ren 1905 617, scrap 10/1917 1009
618 1882 2-8-0
Delano
named "Raven Run", nee LV 390,  ren 1905 612(1st),  ren 1905 618 1010
547 1882 2-8-0w
LV Wea
( reb.5/1890 W.Barre), nee LV 352, scrap 10/1916 1011
520 1882 2-8-0
Baldwin 6311 nee Pa.& NY 256, not on LV as 256, ,  ren 1905 LV 520, sold 12/11 Torbert & Peckham 1012
519 1882 2-8-0
Baldwin 6314 nee Pa.& NY 255, not on LV as 255, ,  ren 1905 LV 519, scrap 7/1909 1013
521 1882 2-8-0
Baldwin 6365 nee Pa.& NY 258, not on LV as 258, ,  ren 1905 LV 521, scrap 12/1914 1014
257 1882 2-8-0
Baldwin 6366 nee Pa.& NY 257, not on LV as 257, , gone by 1905 1015
260 1882 2-8-0
Baldwin 6471 nee Pa.& NY 260, not on LV as 260, , gone by 1905 1016
259 1882 2-8-0
Baldwin 6474 nee Pa.& NY 259, not on LV as 259, , gone by 1905 1017
527 1882 2-8-0
Baldwin 6511 nee Pa.& NY 261, not on LV as 261, ,  ren 1905 LV 527, scrap 5/1913 1018
522 1882 2-8-0
Baldwin 6513 nee Pa.& NY 262, not on LV as 262, ,  ren 1905 LV 522, scrap 5/1905 1019
524 1882 2-8-0
Baldwin 6567 nee Pa.&NY 264,  ren 1905 LV 524, sold 7/1909 West Lbr.(4??) 1020
523 1882 2-8-0
Baldwin 6568 nee Pa.&NY 263,  ren 1905 LV 523, scrap 10/1912 1021
619 1883 2-8-0
Delano
named "Belmore" nee LV 403, ren 1905 613(1st),  ren 1905 619, scrap 4/1913 1022
524 1883 2-8-0
Baldwin 6567 blt.as LV 264, /1883 P&NY 264, retrn./1905 as LV 524, ,  ren 1905 524 1023
523 1883 2-8-0
Baldwin 6568 blt.as LV 263, /1883 P&NY 263, retrn./1905 as LV 523, ,  ren 1905 523 1024
515 1886 2-8-0
Grant 1683 nee EC&N 23, to LV 923, ren 1905 LV 515, scrap 10/11 1025
516 1886 2-8-0
Grant 1684 nee EC&N 24, to LV 924, ren 1905 LV 516, scrap 5/1913 1026
554 1888 2-8-0
Baldwin 9056 named "Enterprise", nee LV 451,  ren 1905 554, scrap 5/1913 1027
555 1888 2-8-0
Baldwin 9057 named "Mill Creek", nee LV 452,  ren 1905 555, scrap 5/1913 1028
556 1888 2-8-0
Baldwin 9060 named "Warrior Run", nee LV 453, ren 1905 556, scrap 5/1913 1029
557 1888 2-8-0
Baldwin 9061 named "Espy Run", nee LV 454, ren 1905 557, scrap 8/18 1030
558 1888 2-8-0
Baldwin 9062 named "Slocum", nee LV 455,  ren 1905 558, scrap 8/18 1031
565 1888 2-8-0w
Baldwin 9119 named "Glen Summit", nee LV 457, ren.~/1889 607,  ren.~/1891 493,  ren 1905 565, scrap 12/1926 1032
564 1888 2-8-0w
Baldwin 9120 named "Penobscot", nee LV 456, ren.~/1889 606,  ren.~/1891 492,  ren 1905 564, scrap 3/1930 1033
566 1888 2-8-0w
Baldwin 9123 named "Bear Creek", nee LV 458,  ren.~/1889 608,  ren.~/1891 494,  ren 1905 566 1034
567 1888 2-8-0w
Baldwin 9124 named "Moose Head", nee LV 459, ren.~/1889 609,  ren.~/1891 495,  ren 1905 567, scrap 6/1924 1035
568 1888 2-8-0w
Baldwin 9132 named "Beauplana", nee LV 460, ren.~/1889 610,  ren.~/1891 496,  ren 1905 568, scrap 3/1917 1036
635 1889 2-8-0
LV Wea
nee LV 503, ( reb.2/1892 Weatherly), ren 1905 627(1st),  ren 1905 635, scrap 2/1930 1037
636 1889 2-8-0
LV Wea
nee LV 523,  ren 1905 628(1st),  ren 1905 636, scrap 9/1916 1038
559 1889 2-8-0
Baldwin 9669 named "Penobscot", nee LV 456,  ren 1905 559, scrap 12/18 1039
560 1889 2-8-0
Baldwin 9670 named "Glen Summit", nee LV 457, ren 1905 560, scrap 6/18 1040
561 1889 2-8-0
Baldwin 9673 named "Bear Creek", nee LV 458,  ren 1905 561, scrap 2/1930 1041
563 1889 2-8-0
Baldwin 9675 named "Moosehead", nee LV 460,  ren 1905 563, scrap 6/1926 1042
562 1889 2-8-0
Baldwin 9676 named "Beaupland", nee LV 458,  ren 1905 562, scrap /1926 1043
569 1889 2-8-0
Baldwin 10246 nee LV 209, ren 1905 569, scrap 9/1916 1044
571 1889 2-8-0w
Baldwin 10287 nee LV 511, ren 1905 571, scrap 6/1924 1045
572 1889 2-8-0w
Baldwin 10288 nee LV 512,  ren 1905 572, scrap 4/1916 1046
570 1889 2-8-0w
Baldwin 10313 nee LV 510, ren 1905 570, scrap 3/1928 1047
575 1889 2-8-0w
Baldwin 10367 nee LV 515,  ren 1905 575, scrap 9/18 1048
573 1889 2-8-0w
Baldwin 10368 nee LV 513,  ren 1905 573, scrap 12/1916 1049
576 1889 2-8-0w
Baldwin 10369 nee LV 516, ren 1905 576, scrap 6/1922 1050
574 1889 2-8-0w
Baldwin 10370 nee LV 514,  ren 1905 574, scrap 9/18 1051
577 1889 2-8-0w
Baldwin 10378 nee LV 517,  ren 1905 577, scrap 7/18 1052
578 1889 2-8-0w
Baldwin 10379 nee LV 518, ren 1905 578, scrap 6/1924 1053
629 1890 2-8-0
LV Wea
nee LV 539, ren 1905 629 1054
630 1890 2-8-0
LV Wea
nee LV 540, ren 1905 630, scrap 7/1916 1055
631 1891 2-8-0
LV Wea
nee LV 576, ren 1905 631 1056
632 1891 2-8-0
LV Wea
nee LV 577,  ren 1905 632, scrap /1926 1057
633 1891 2-8-0
LV Wea
nee LV 136,  ren 1905 586,  ren 1905 633, scrap 5/18 1058
607 1891 2-8-0
Baldwin 11808 nee Delaware Susquehanna & Schuylkill 3, to LV 607, scrap 9/18 1059
606 1891 2-8-0
Baldwin 11811 neeDelaware Susquehanna & Schuylkill 2, to LV 606, scrap 9/18 1060
670 1891 2-8-0w
Baldwin 11835 nee LV 582, to LV 687,  ren 1905 670, scrap 11/1917 1061
672 1891 2-8-0w
Baldwin 11836 nee LV 584, to LV 689,  ren 1905 672, scrap 5/1917 1062
673 1891 2-8-0w
Baldwin 11841 nee LV 585, to LV 690,  ren 1905 673, scrap 6/18 1063
671 1891 2-8-0w
Baldwin 11842 nee LV 583, to LV 688,  ren 1905 671, scrap 10/1928 1064
583 1891 2-8-0w
Baldwin 12278 nee LV 603,  ren 1905 583, disp.unknown 1065
584 1891 2-8-0w
Baldwin 12279 nee LV 604,  ren 1905 584, scrap 12/18 1066
585 1891 2-8-0w
Baldwin 12280 nee LV 605,  ren 1905 585, scrap 3/1917 1067
586 1891 2-8-0w
Baldwin 12281 nee LV 606,  ren 1905 586, disp.unknown 1068
587 1891 2-8-0w
Baldwin 12282 nee LV 607,  ren 1905 587, scrap 8/18 1069
579 1891 2-8-0w
Baldwin 12284 nee LV 593,  ren 1905 579, scrap 9/1917 1070
580 1891 2-8-0w
Baldwin 12285 nee LV 594,  ren 1905 580, scrap 8/1916 1071
594 1891 2-8-0w
Baldwin 12287 nee LV 597, ( reb./1905 W.Barre as 500), to LV 500, ( reb./1905 &  ren.594), scrap 6/1924 1072
581 1891 2-8-0w
Baldwin 12293 nee LV 595, ren 1905 581, scrap /1926 1073
582 1891 2-8-0w
Baldwin 12298 nee LV 596,  ren 1905 582, scrap /1925 1074
634 1892 2-8-0
LV Wea
nee LV 587,  ren 1905 634, scrap 2/1917 1075
588 1892 2-8-0w
Baldwin 12621 nee LV 628, ren 1905 588, scrap 9/1925 1076
589 1892 2-8-0w
Baldwin 12626 nee LV 629, ren 1905 589, scrap 3/1931 1077
590 1892 2-8-0w
Baldwin 12628 nee LV 630,  ren 1905 590, scrap 3/1931 1078
591 1892 2-8-0w
Baldwin 12629 nee LV 631,  ren 1905 591, disp.unknown 1079
593 1892 2-8-0w
Baldwin 12630 nee LV 633, ren 1905 593, scrap 8/1916 1080
592 1892 2-8-0w
Baldwin 12634 nee LV 632,  ren 1905 592, scrap 5/1917 1081
674 1892 2-8-0w
Baldwin 12643 nee LV 636,  ren 1905 693,  ren 1905 674,scrap 10/1928 1082
650 1892 2-8-0w
Baldwin 12650 nee LV 634,  ren 1905 691,  ren 1905 650,scrap 1/1930 1083
651 1892 2-8-0w
Baldwin 12651 nee LV 635,  ren 1905 692,  ren 1905 651, scrap 3/1930 1084
675 1892 2-8-0w
Baldwin 12655 nee LV 637,  ren 1905 694,  ren 1905 675,scrap 10/1928 1085
690 1893 2-8-0w
Baldwin 13783 nee Delaware Susquehanna & Schuylkill 16, scrap 6/18 1086
608 1894 2-8-0
Baldwin 14038 nee Delaware Susquehanna & Schuylkill 22, disp.unknown 1087
609 1894 2-8-0
Baldwin 14039 nee Delaware Susquehanna & Schuylkill 23, to LV 609, sold /?? New River Co. 1088
610 1894 2-8-0
Baldwin 14040 nee Delaware Susquehanna & Schuylkill 24, to LV 610, sold 6/1924 Dunn Loop Coal Co. 1089
611 1894 2-8-0
Baldwin 14041 nee Delaware Susquehanna & Schuylkill 25, to LV 611,  reb.8/1920 0-8-0 3001, 1090
612 1894 2-8-0
Baldwin 14042 nee Delaware Susquehanna & Schuylkill 26, to LV 612,  reb.9/1920 0-8-0 3002, 1091
613 1894 2-8-0
Baldwin 14045 nee Delaware Susquehanna & Schuylkill 27, to LV 613,  reb.8/1920 0-8-0w 3000, 1092
614 1894 2-8-0
Baldwin 14046 nee Delaware Susquehanna & Schuylkill 28, to LV 614,  reb.7/1921 0-8-0w 3003, 1093
615 1894 2-8-0
Baldwin 14047 nee Delaware Susquehanna & Schuylkill 29, to LV 615, scrap 9/1925 1094
680 1896 2-8-0w
Baldwin 14776 nee LV 695,  ren 1905 680, scrap 6/18 1095
681 1896 2-8-0w
Baldwin 14777 nee LV 696, ren 1905 681 scrap 10/1916 1096
682 1896 2-8-0w
Baldwin 14778 nee LV 697,  ren 1905 682, scrap 11/1922 1097
683 1896 2-8-0w
Baldwin 14779 nee LV 698,  ren 1905 683, scrap 11/1916 1098
684 1896 2-8-0w
Baldwin 14780 nee LV 699,  ren 1905 684, scrap 1/1930 1099
955 1898 2-8-0w
Baldwin 16224 nee LV 681, ren./1901 1306,  ren 1905 955,scrap 7/1925 1100
700 1899 2-8-0w
Baldwin 16588 nee LV 802,  ren./1899 1102,  reb./1915 Blw.,  ren 1905 700, scrap 2/1927 1101
693 1899 2-8-0w
Baldwin 16589 nee LV 801, ren./1899 1101,  ren./?? 770,  ren 1905 693, scrap 2/1932 1102
950 1899 2-8-0w
Baldwin 16690 nee LV 677,  ren./1901 1301,  ren 1905 950,  reb./1908 0-8-0 3198 1103
951 1899 2-8-0w
Baldwin 16691 nee LV 678,  ren 1901 1302,  ren 1905 951,  reb1923 Blw, scr 4/1932 1104
952 1899 2-8-0w
Baldwin 16692 nee LV 679,  ren 1901 1303,  ren 1905 952,  reb1923 Blw, scr 4/1932 1105
953 1899 2-8-0w
Baldwin 16693 nee LV 680,  ren 1901 1304,  ren 1905 953, scr 9/1925 1106
954 1899 2-8-0w
Baldwin 16694 nee LV 682,  ren 1901 1305,  ren 1905 954,  reb 10/1923 Blw, scr 6/1922 1107
956 1899 2-8-0w
Baldwin 16775 nee LV 683,  ren 1901 1305,  ren 1905 956,  reb 11/1923 Blw, scr 2/1932 1108
957 1899 2-8-0w
Baldwin 16776 nee LV 684,  ren 1901 1308,  ren 1905 957,  reb./1908 Sayre 0-8-0 3199(1st) 1109
958 1899 2-8-0w
Baldwin 16777 nee LV 685,  ren 1901 1309,  ren 1905 958,scr 2/1930 1110
959 1899 2-8-0w
Baldwin 16778 nee LV 686,  ren 1901 1310,  ren 1905 959, scr 9/1925 1111
701 1899 2-8-0w
Baldwin 17090 nee LV 803,  ren 1899 1103,  ren 1905 701,  reb 1915 Blw, scr 7/1932 1112
702 1899 2-8-0w
Baldwin 17091 nee LV 804,  ren 1899 1104,  ren 1905 702,  reb 1915 Blw, scr 4/1932 1113
703 1899 2-8-0w
Baldwin 17092 nee LV 805,  ren 1899 1105,  ren 1905 703,  reb 1915 Blw, scr 5/1922 1114
704 1899 2-8-0w
Baldwin 17093 nee LV 806,  ren 1899 1106,  ren 1905 704,  reb 1915 Blw, scr 5/1932 1115
850 1899 2-8-0w
Baldwin 17094 nee LV 807,  ren 1905 1107,  ren 1905 850,  reb 1923 Blw, scr 12/1932 1116
833 1899 2-8-0w
Baldwin 17095 nee LV 808,  ren 1899 1108,  ren 1905 808,  ren 1905 833,  reb1922 Alco, scr 1/1933 1117
705 1899 2-8-0w
Baldwin 17139 nee LV 1109,  ren 1905 705,  reb./1915 Blw, scrap 6/1932 1118
706 1899 2-8-0w
Baldwin 17140 nee LV 1110,  ren 1905 706,  reb./1915 Blw. Last operating LV consolidation, was the last LV steam locomotive to operate in Horseheads, NY, April 1950., scrap 5/1951 1119
707 1899 2-8-0w
Baldwin 17141 nee LV 1111,  ren 1905 707,  reb./1915 Blw, scrap 7/1932 1120
708 1900 2-8-0w
Baldwin 17201 nee LV 1112,  ren 1905 708,  reb./1915 Blw, scrap 3/1933 1121
709 1900 2-8-0w
Baldwin 17202 nee LV 1113,  ren 1905 709,  reb./1915 Blw, scrap 6/1929 1122
710 1900 2-8-0w
Baldwin 17203 nee LV 1114,  ren 1905 710,  reb./1915 Blw, scrap 2/1930 1123
711 1900 2-8-0w
Baldwin 17204 nee LV 1115,  ren 1905 711,  reb./1915 Blw, scrap 11/1932 1124
712 1900 2-8-0w
Baldwin 17205 nee LV 1116,  ren 1905 712,  reb./1915 Blw, scrap 8/1932 1125
713 1900 2-8-0w
Baldwin 17206 nee LV 1117,  ren 1905 713,  reb./1915 Blw, scrap 4/1932 1126
714 1900 2-8-0w
Baldwin 17207 nee LV 1118,  ren 1905 714,  reb./1915 Blw, scrap 3/1932 1127
715 1900 2-8-0w
Baldwin 17208 nee LV 1119,  ren 1905 715,  reb./1915 Blw, scrap 10/1928 1128
716 1900 2-8-0w
Baldwin 17209 nee LV 1120,  ren 1905 716,  reb./1915 Blw, scrap 9/1925 1129
717 1900 2-8-0w
Baldwin 17210 nee LV 1121,  ren 1905 717,  reb./1915 Blw, scrap 6/1932 1130
718 1900 2-8-0w
Baldwin 17211 nee LV 1122,  ren 1905 718,  reb./1915 Blw, scrap 10/1932 1131
719 1900 2-8-0w
Baldwin 17212 nee LV 1123,  ren 1905 719,  reb./1915 Blw, scrap 9/1925 1132
720 1900 2-8-0w
Baldwin 17213 nee LV 1124,  ren 1905 720,  reb./1915 Blw, scrap 3/1929 1133
721 1900 2-8-0w
Baldwin 17214 nee LV 1125,  ren 1905 721,  reb./1915 Blw, scrap 3/1933 1134
960 1900 2-8-0w
Baldwin 17439 nee LV 1311,  ren 1905 960, sold 6/1926 Edward T. Stokesbury 1135
961 1900 2-8-0w
Baldwin 17440 nee LV 1312,  reb.9/1922 Blw,  ren 1905 961, scrap 6/1932 1136
962 1900 2-8-0w
Baldwin 17539 nee LV 1313, ren 1905 962, scrap 7/1932 1137
963 1900 2-8-0w
Baldwin 17540 nee LV 1314,  ren 1905 963,  reb.12/1922 Blw, , scrap 4/1932 1138
964 1900 2-8-0w
Baldwin 17574 nee LV 1315,  ren 1905 964, sold 3/1931 Edward T. Stotesbury (for scrap) 1139
722 1900 2-8-0w
Baldwin 17789 nee LV 1126, ren 1905 722,  reb./1915 Blw.,scrap 3/1933 1140
723 1900 2-8-0w
Baldwin 17790 nee LV 1127,  ren 1905 723,  reb./1915 Blw.,scrap 1/1932 1141
724 1900 2-8-0w
Baldwin 17791 nee LV 1128,  ren 1905 724,  reb./1915 Blw., scrap 5/1936 1142
725 1900 2-8-0w
Baldwin 17803 nee LV 1129,  ren 1905 725,  reb./1915 Blw., scrap 3/1916 1143
726 1900 2-8-0w
Baldwin 17804 nee LV 1130,  ren 1905 726,  reb./1915 Blw.,scrap 6/1929 1144
727 1900 2-8-0w
Baldwin 17805 nee LV 1131,  ren 1905 727,  reb./1915 Blw,  ren 1905 727, scrap 4/1929 1145
728 1900 2-8-0w
Baldwin 17821 nee LV 1132,  ren 1905 728,  reb./1915 Blw, scrap 2/1933 1146
729 1900 2-8-0w
Baldwin 17822 nee LV 1133,  ren 1905 729,  reb 1915 Blw, scrap 4/1939 1147
730 1900 2-8-0w
Baldwin 17835 nee LV 1134,  ren 1905 730,  reb 1915 Blw, scrap 10/1932 1148
731 1900 2-8-0w
Baldwin 17836 nee LV 1135,  ren 1905 731,  reb 1915 Blw, scrap 10/1932 1149
732 1900 2-8-0w
Baldwin 17877 nee LV 1136,  ren 1905 732,  reb 1915 Blw, scrap 4/1917 1150
733 1900 2-8-0w
Baldwin 17878 nee LV 1137,  ren 1905 733,  reb 1915 Blw, scrap 8/1932 1151
734 1900 2-8-0w
Baldwin 17879 nee LV 1138,  ren 1905 734,  reb 1915 Blw, scrap 2/1934 1152
735 1900 2-8-0w
Baldwin 17880 nee LV 1139,  ren 1905 735,  reb 1915 Blw, scrap 6/1929 1153
736 1900 2-8-0w
Baldwin 17898 nee LV 1140,  ren 1905 736,  reb 1915 Blw, scrap 2/1930 1154
737 1900 2-8-0w
Baldwin 17915 nee LV 1141,  ren 1905 737,  reb 1915 Blw, scrap 12/1931 1155
738 1900 2-8-0w
Baldwin 17916 nee LV 1142,  ren 1905 738,  reb 1915 Blw, scrap 11/1932 1156
739 1900 2-8-0w
Baldwin 17917 nee LV 1143,  ren 1905 739,  reb 1915 Blw, scrap 11/1928 1157
740 1900 2-8-0w
Baldwin 17962 nee LV 1144,  ren 1905 740,  reb 1915 Blw, scrap 10/1932 1158
741 1900 2-8-0w
Baldwin 17963 nee LV 1145,  ren 1905 741, reb./1914 LV Sayre, scrap 1/1932 1159
750 1901 2-8-0w
Baldwin 18755 nee LV 1201, ren 1905 750,  reb./1915 Blw, scrap 3/1932 1160
751 1901 2-8-0w
Baldwin 18756 nee LV 1202,  ren 1905 751,  reb 1915 Blw, scrap 12/1932 1161
752 1901 2-8-0w
Baldwin 18757 nee LV 1203,  ren 1905 752,  reb 1915 Blw, scrap 6/1929 1162
753 1901 2-8-0w
Baldwin 18758 nee LV 1204,  ren 1905 753,  reb 1915 Blw, scrap 10/1925 1163
754 1901 2-8-0w
Baldwin 18791 nee LV 1205,  ren 1905 754,  reb 1915 Blw, disp.unknown 1164
755 1901 2-8-0w
Baldwin 18792 nee LV 1206,  ren 1905 755,  reb 1915 Blw, scrap 5/1929 1165
756 1901 2-8-0w
Baldwin 18854 nee LV 1207,  ren 1905 756,  reb 1915 Blw, scrap 1/1932 1166
757 1901 2-8-0w
Baldwin 18855 nee LV 1208,  ren 1905 757,  reb 1915 Blw, scrap 7/1932 1167
758 1901 2-8-0w
Baldwin 18856 nee LV 1209,  ren 1905 758,  reb 1915 Blw, scrap 3/1932 1168
759 1901 2-8-0w
Baldwin 18889 nee LV 1210,  ren 1905 759,  reb 1915 Blw, scrap 4/1932 1169
760 1901 2-8-0w
Baldwin 18890 nee LV 1211,  ren 1905 760,  reb 1915 Blw, scrap 1/1937 1170
761 1901 2-8-0w
Baldwin 18933 nee LV 1212,  ren 1905 761,  reb 1915 Blw, scrap 11/1928 1171
762 1901 2-8-0w
Baldwin 18934 nee LV 1213,  ren 1905 762,  reb 1915 Blw, scrap 6/1924 1172
763 1901 2-8-0w
Baldwin 18935 nee LV 1214,  ren 1905 763,  reb 1915 Blw, scrap 11/1932 1173
764 1901 2-8-0w
Baldwin 18987 nee LV 1215,  ren 1905 764,  reb 1915 Blw, scrap 8/1939 1174
765 1901 2-8-0w
Baldwin 18988 nee LV 1216,  ren 1905 765,  reb 1915 Blw, scrap 6/1929 1175
766 1901 2-8-0w
Baldwin 18989 nee LV 1217,  ren 1905 766,  reb 1915 Blw, scrap 1/1932 1176
767 1901 2-8-0w
Baldwin 18990 nee LV 1218,  ren 1905 767,  reb 1915 Blw, scrap 5/1932 1177
768 1901 2-8-0w
Baldwin 18991 nee LV 1219,  ren 1905 768,  reb 1915 Blw, scrap 8/1932 1178
769 1901 2-8-0w
Baldwin 18992 nee LV 1220,  ren 1905 769,  reb 1915 Blw, scrap 1/1933 1179
742 1901 2-8-0w
Baldwin 19282 nee LV 1221,  ren 1905 742,  reb 1915 Blw, scrap 1/1932 1180
743 1901 2-8-0w
Baldwin 19283 nee LV 1147,  ren 1905 743,  reb 1915 Blw, scrap 6/1926 1181
744 1901 2-8-0w
Baldwin 19284 nee LV 1148,  ren 1905 744,  reb 1915 Blw, scrap 9/1925 1182
745 1901 2-8-0w
Baldwin 19285 nee LV 1149,  ren 1905 745,  reb 1915 Blw, scrap 8/1932 1183
746 1901 2-8-0w
Baldwin 19286 nee LV 1150,  ren 1905 746,  reb 1915 Blw, scrap 1/1930 1184
747 1901 2-8-0w
Baldwin 19320 nee LV 1151,  ren 1905 747,  reb 1915 Blw, scrap 2/1932 1185
748 1901 2-8-0w
Baldwin 19321 nee LV 1152,  ren 1905 748,  reb 1915 Blw, scrap 10/1928 1186
749 1901 2-8-0w
Baldwin 19322 nee LV 1153,  ren 1905 749,  reb 1915 Blw, scrap 10/47 1187
780 1902 2-8-0w
Baldwin 20350 nee LV 1154,  ren 1905 780,  reb 1915 Blw, scrap 10/1928 1188
781 1902 2-8-0w
Baldwin 20351 nee LV 1155,  ren 1905 781,  reb 1915 Blw, scrap 4/1929 1189
782 1902 2-8-0w
Baldwin 20406 nee LV 1156,  ren 1905 782,  reb 1915 Blw, scrap 11/1932 1190
783 1902 2-8-0w
Baldwin 20407 nee LV 1157,  ren 1905 783,  reb 1915 Blw, scrap 1/1933 1191
784 1902 2-8-0w
Baldwin 20424 nee LV 1158,  ren 1905 784,  reb 1915 Blw, disp.unknown 1192
785 1902 2-8-0w
Baldwin 20443 nee LV 1159,  ren 1905 785,  reb 1915 Blw, scrap 1/1932 1193
786 1902 2-8-0w
Baldwin 20444 nee LV 1160,  ren 1905 786,  reb 1915 Blw, scrap 10/1932 1194
787 1902 2-8-0w
Baldwin 20461 nee LV 1161,  ren 1905 787,  reb 1915 Blw, scrap 10/1932 1195
788 1902 2-8-0w
Baldwin 20462 nee LV 1162,  ren 1905 788,  reb 1915 Blw, scrap 10/1932 1196
789 1902 2-8-0w
Baldwin 20463 nee LV 1163,  ren 1905 789,  reb 1915 Blw, scrap 10/1932 1197
790 1902 2-8-0w
Baldwin 20524 nee LV 1164,  ren 1905 790,  reb 1915 Blw, scrap 10/1932 1198
791 1902 2-8-0w
Baldwin 20525 nee LV 1165,  ren 1905 791,  reb 1915 Blw, scrap 3/1933 1199
792 1902 2-8-0w
Baldwin 20526 nee LV 1166,  ren 1905 792,  reb 1915 Blw, scrap 3/1929 1200
793 1902 2-8-0w
Baldwin 20527 nee LV 1167,  ren 1905 793,  reb 1915 Blw, scrap 3/1933 1201
794 1902 2-8-0w
Baldwin 20562 nee LV 1168,  ren 1905 794,  reb 1915 Blw, scrap 5/1929 1202
795 1902 2-8-0w
Baldwin 20564 nee LV 1169,  ren 1905 795,  reb 1915 Blw, scrap 12/1932 1203
796 1902 2-8-0w
Baldwin 20565 rnee LV 1170,  ren 1905 796,  reb 1915 Blw, scrap 12/1927 1204
797 1902 2-8-0w
Baldwin 20605 nee LV 1171,  ren 1905 797,  reb 1915 Blw, scrap 2/1934 1205
798 1902 2-8-0w
Baldwin 20606 nee LV 1172,  ren 1905 798,  reb 1915 Blw, scrap 7/1945 1206
799 1902 2-8-0w
Baldwin 20607 nee LV 1173,  ren 1905 799,  reb 1915 Blw, scrap 3/1932 1207
800 1902 2-8-0w
Baldwin 20627 nee LV 1174,  ren 1905 800,  reb 1915 Blw, scrap 3/1932 1208
801 1902 2-8-0w
Baldwin 20628 nee LV 1175,  ren 1905 801,  reb 1915 Blw, scrap 10/1932 1209
802 1902 2-8-0w
Baldwin 20663 nee LV 1176,  ren 1905 802,  reb 1915 Blw, scrap 5/1926 1210
803 1902 2-8-0w
Baldwin 20664 nee LV 1177,  ren 1905 803,  reb 1915 Blw, scrap 5/1932 1211
804 1902 2-8-0w
Baldwin 20665 nee LV 1178,  ren 1905 804,  reb 1915 Blw, scrap 10/1928 1212
805 1902 2-8-0w
Baldwin 20725 nee LV 1221,  ren 1905 805,  reb 1915 Blw, scrap 12/1936 1213
806 1902 2-8-0w
Baldwin 20726 nee LV 1222,  ren 1905 806,  reb 1915 Blw, scrap 11/1928 1214
807 1902 2-8-0w
Baldwin 20727 nee LV 1223,  ren 1905 807,  reb 1915 Blw, scrap 6/1929 1215
808 1902 2-8-0w
Baldwin 20728 nee LV 1224,  ren 1905 808,  reb 1915 Blw, scrap 2/1938 1216
809 1902 2-8-0w
Baldwin 20729 nee LV 1225,  ren 1905 809,  reb 1915 Blw, scrap 2/1933 1217
810 1902 2-8-0w
Baldwin 20777 nee LV 1226,  ren 1905 810,  reb 1915 Blw, scrap 6/1929 1218
811 1902 2-8-0w
Baldwin 20778 nee LV 1227,  ren 1905 811,  reb 1915 Blw, scrap 6/1926 1219
812 1902 2-8-0w
Baldwin 20779 nee LV 1228,  ren 1905 812,  reb./1915 Blw,scrap 1/1932 1220
813 1907 2-8-0w
Alco 42664  reb./1922 Alco, , scrap 5/1929 1221
814 1907 2-8-0w
Alco 42665  reb./1922 Alco, , scrap 5/1929 1222
815 1907 2-8-0w
Alco 42666  reb./1916 Blw, , scrap 8/1945 1223
816 1907 2-8-0w
Alco 42667  reb./1916 Blw, , scrap 12/1926 1224
817 1907 2-8-0w
Alco 42668  reb./1916 Blw, , scrap 2/1934 1225
818 1907 2-8-0w
Alco 42669  reb./1922 Alco, , scrap 1/1932 1226
819 1907 2-8-0w
Alco 42670  reb./1916 Blw, , scrap 5/1929 1227
820 1907 2-8-0w
Alco 42671  reb./1924 Bethl.shop, , scrap 1/1930 1228
821 1907 2-8-0w
Alco 42672  reb./1916 Blw, , scrap 12/1932 1229
822 1907 2-8-0w
Alco 42673  reb./1916 Blw, , scrap 10/1928 1230
823 1907 2-8-0w
Alco 42674  reb./1916 Blw, , scrap 2/1933 1231
824 1907 2-8-0w
Alco 42675  reb./1916 Blw, , scrap 5/1932 1232
825 1907 2-8-0w
Alco 42676  reb./1916 Blw, , scrap 1/1932 1233
826 1907 2-8-0w
Alco 42677  reb./1916 Blw, , scrap 3/1930 1234
827 1907 2-8-0w
Alco 42678  reb./1916 Blw, , scrap 5/1932 1235
828 1907 2-8-0w
Alco 42679  reb.5/1922 LV Sayre shop, , scrap 1/1930 1236
829 1907 2-8-0w
Alco 42680  reb./1916 Blw, , scrap 11/1932 1237
830 1907 2-8-0w
Alco 42681  reb./1922 Blw, , scrap 4/1932 1238
831 1907 2-8-0w
Alco 42682  reb./1922 Alco, , scrap 1/1934 1239
832 1907 2-8-0w
Alco 42683  reb./1916 Blw, , scrap 1/1928 1240
900 1909 2-8-0
LV Sayre
 reb.11/1922 Alco,  reb.9/1929 3205 0-8-0, ,  ren.9/1929 3205 , scrap 4/1950 1241
901 1910 2-8-0
LV Sayre
 reb.11/1922 Alco,  reb.9/1929 3206 0-8-0, ,  ren.9/1929 3206, scrap 3/1950 1242
902 1910 2-8-0
LV Sayre
 reb.9/1922 Alco,  reb.12/1929 3206 0-8-0, ,  ren.12/1929 3209, scrap 12/1945 1243
903 1910 2-8-0
LV Sayre
 reb.4/1922 Blw,  reb.4/1925 3191 0-8-0, ,  ren.4/1925 3191, scrap 8/1949 1244
904 1910 2-8-0
LV Sayre
 reb.4/1922 Blw,  reb.6/1926 3199 0-8-0, ,  ren.6/1926 3199, 1245
905 1910 2-8-0
LV Sayre
 reb.4/1922 LV Sayre,  reb.3/1925 3190 0-8-0, ,  ren.3/1925 3190, scrap 1/1951 1246
906 1910 2-8-0
LV Sayre
 reb.9/1922 LV Sayre,  reb.4/1926 3198 0-8-0, ,  ren.4/1926 3198, scrap 10/1946 1247
907 1910 2-8-0
LV Sayre
 reb.9/1922 LV Sayre,  reb.12/1925 3196 0-8-0, ,  ren.12/1925 3196, scrap 4/1939 1248
908 1910 2-8-0
LV Sayre
 reb.11/19 3176 0-8-0, ,  ren.11/19 3176, scrap 3/1939 1249
909 1910 2-8-0
LV Sayre
 reb.4/1922 Blw,  reb.9/1924 3180 0-8-0, ,  ren.9/1924 3180, scrap 1/1951 1250
910 1910 2-8-0
LV Sayre
 reb.12/1922 Alco,  reb.9/1924 3182 0-8-0, ,  ren.9/1924 3182, scrap 10/1951 1251
911 1910 2-8-0
LV Sayre
 reb.4/1922 Blw,  reb.3/1925 3188 0-8-0, ,  ren.3/1925 3188, scrap 1/1951 1252
912 1910 2-8-0
LV Sayre
 reb.5/1922 Blw,  reb.4/1924 3177 0-8-0, ,  ren.4/1924 3177, scrap '1940 1253
913 1910 2-8-0
LV Sayre
 reb.6/1922 LV Sayre,  reb.1/1926 3197 0-8-0, ,  ren.4/1924 3197, scrap 12/1945 1254
914 1910 2-8-0
LV Sayre
 reb.4/1922 Blw,  reb.10/1929 3207 0-8-0, ,  ren.10/1929 3207, scrap 1/1951 1255
915 1912 2-8-0
LV Sayre
 reb.10/1929 3208 0-8-0, ,  ren.10/1929 3208, scrap 9/1949 1256
916 1912 2-8-0
LV Sayre
 reb.4/1927 3201 0-8-0, ,  ren.4/1927 3201, scrap 12/1945 1257
917 1912 2-8-0
LV Sayre
 reb.11/1927 3202 0-8-0, ,  ren.11/1927 3202, scrap 3/1950 1258
918 1912 2-8-0
LV Sayre
 reb.11/1924 3186 0-8-0, ,  ren.11/1924 3186, scrap 4/1950 1259
919 1912 2-8-0
LV Sayre
 reb.7/1925 3192 0-8-0, ,  ren.7/1925 3192, scrap 4/1939 1260
920 1912 2-8-0
LV Sayre
 reb.12/1924 3185 0-8-0, ,  ren.12/1924 3185, scrap 6/1950 1261
921 1912 2-8-0
LV Sayre
 reb.8/1924 3178 0-8-0, ,  ren.8/1924 3178, scrap 1/1951 1262
922 1912 2-8-0
LV Sayre
 reb.9/1925 3194 0-8-0, ,  ren.9/1925 3194, scrap 4/1951 1263
923 1912 2-8-0
LV Sayre
 reb.12/1929 3210 0-8-0, ,  ren.12/1929 3210, scrap 8/1950 1264
924 1912 2-8-0
LV Sayre
 reb.2/1925 3187 0-8-0, ,  ren.2/1925 3187, scrap 9/1950 1265
925 1912 2-8-0
LV Sayre
 reb.9/1924 3181 0-8-0, ,  ren.9/1924 3181, scrap 12/1945 1266
926 1912 2-8-0
LV Sayre
 reb.10/1925 3195 0-8-0, ,  ren.10/1925 3195, scrap 4/1949 1267
927 1912 2-8-0
LV Sayre
 reb.7/1929 3203 0-8-0, ,  ren.7/1929 3203, scrap 8/1950 1268
928 1912 2-8-0
LV Sayre
 reb.9/1924 3179 0-8-0, ,  ren.9/1924 3179, scrap 3/1950 1269
929 1912 2-8-0
LV Sayre
 reb.4/1927 3200 0-8-0, ,  ren.4/1927 3200, scrap '1940 1270
930 1912 2-8-0
LV Sayre
 reb.8/1925 3193 0-8-0, ,  ren.8/1925 3193, scrap 1939 1271
931 1912 2-8-0
LV Sayre
 reb.7/1929 3204 0-8-0, ,  ren.7/1929 3204, scrap 9/1951 1272
932 1912 2-8-0
LV Sayre
 reb.3/1925 3189 0-8-0, ,  ren.3/1925 3189, scrap1/1951 1273
933 1913 2-8-0
LV Sayre
 reb.10/1924 3184 0-8-0, ,  ren.10/1924 3184, scrap6/1950 1274
934 1913 2-8-0
LV Sayre
 reb.10/1924 3183 0-8-0, ,  ren.10/1924 3183, scrap 8/1945 1275






.







2-10-0  Decapod
Built 1867
Rostered 1867 - 1883
The Lehigh Valley is credited with inventing four major wheel arrangements: the 2-8-0 Consolidation,
the 2-10-0 Decapod, the 2-8-2 Mikado, and the 4-6-2 Pacific. Here is the second of the four, the 2-10-0 Decapod.

After receiving the first Consolidation in 1866, and having it be hugely successful, the designer of the Consolidation, Master mechanic Alexander Mitchell, continued to experiment, and drew up plans that added one set of drivers to the 2-8-0 to create the first 2-10-0 Decapods.

"Faced with the problem of negotiating the formidable grades on Mahanoy Mountain, Mitchell set out to design a locomotive capable of wrestling heavy trainloads over the Mahanoy branch. The result was a 2-8-0 wheel arrangement assembled by a dubious Matthias Baldwin according to Mitchell's plans. Turned out by the Baldwin works in 1866, the new locomotive was the first 2-8-0 built for road service, the progenitor of what would become a widely adopted freight hauling type on the LV and other roads. Named CONSOLIDATION, purportedly to commemorate the recent merger, the new 2-8-0 proved so successful in overcoming mountain grades that 14 more locomotives of the same type were added to the LV roster by Baldwin between 1867 and 1872.

Seeking other novel motive power types for mountain road service, Mitchell drew up specifications for two 2-10-0's which were built in 1867 by Norris Brothers of Lancaster, Pa. Laying claim to the first locomotives built to the 2-10-0 design, the two Decapods ANT and BEE were something less than successful in service. Tight curves were more than a match for their long, rigid wheelbases, and they were subsequently  rebuilt, the BEE as a 2-8-2 and the ANT as a 4-8-0." 3

While the LV invented the Decapod, they found the long wheelbase was not suitable for their twisting mountain routes, and the LV never rostered any others after the first two..the Decapod type however went on to become a popular wheel arrangement on other railroads, notably the PRR, who rostered nearly 600 of the type.

The world's first Decapods, the Lehigh Valley's ANT and BEE:

LV No. 81 - the "ANT" - built by Norris, 1867



LV No. 82 - the "BEE" - built by Norris, 1867
The ANT was  rebuilt in 1880 as a 4-8-0 at Weatherly, was still around in 1905 to become ten-wheeler number 90, and was finally scrapped in 1912.2

The BEE was  rebuilt in 1883 as the world's first 2-8-2, then  rebuilt again in 1889 as a 2-8-0w, and was off the roster by 1892.2
Road No.
 Year blt.
 Type Builder b/n Notes
81
 1867 2-10-0 Norris 1247 named "Ant",  reb1880 Weatherly as a 4-8-0,  ren 1905 90, scr 3/1912
 1276
82 1867 2-10-0 Norris 1248 named "Bee",  reb1883 as a 2-8-2,  reb 4/1889 as a
2-8-0w, gone by 1892
 1277



...................





 


2-2-2 Single
Built 1870
Rostered 1870 - 18??
One of the earliest "Inspection engines" or "Superintendents engine" was the Lehigh Valley's "Cricket" of 1870. Built at the LV's shops in Hazleton PA.

The only known photo of the LV's "Cricket", built at the LV's Hazleton shops, 1870.


Road No. Year blt. Type Class Builder b/n Notes
301 1870 2-2-2
LV Hazleton
Named "Cricket", gone by 11/1891 1278


Not much is known about the Cricket, other than she existed. It is not known how long she served with the LV. There is an interesting twist to her story however, because she appears to have a sister, which is today the only surviving example of the "Inspection Engine" type, the Reading Railroad's "Black Diamond", which is today preserved in St. Louis, and was cosmetically restored in 2014.

1947, Reading PA, photographer unknown.

The two locomotives are remarkably similar! So similar in fact, that it seems unlikely their similarity could be pure coincidence..It seems likely that the earlier "Cricket" must have been an influence on the later "Black Diamond" somehow..but how?

We do know that the build dates for both locomotives are correct. The Cricket was built in 1870, and the Black Diamond was built Nineteen years later in 1889. The LV Annual Report of 1870 specifically mentions the Cricket, and a letter from the Baldwin Company in 1949 confirms the 1889 build date for the "Black Diamond". Knowing the dates are correct, what could explain the similarity between the two locomotives? some possibilities:

1. It's just pure coincidence. that seems unlikely.

2. The Reading and the LV had a close relationship during this era. The Reading likely knew of the existance of the Cricket. Perhaps when they ordered the "Black Diamond" from Baldwin, they sent a photo, or plans, of the earlier Cricket to Baldwin to be used a guide. "Build us one like this." That's possible, but also seems unlikely, because "Inspection engine" technology had evolved a lot in the almost 20 years between the Cricket and the Black Diamond. much larger and fancier engines were being built by 1889. (The LV's "Dorothy" was built in 1884) Baldwin certaintly didnt "need" any plans to build a new inspection engine, and why would the Reading request something so "primitive" by 1889 standards?

3. A very interesting theory...Is it possible that the "Black Diamond" is in fact the "Cricket" reincarnated?! Clearly the running gear is different, Baldwin would have added all-new working equipment: boiler, wheels, drivers, etc. Also the roof is clearly different. But perhaps the main "body" of the Black Diamond, the "coach" shell, is actually the body of the Cricket? It's entirely possible! and it's really the only thing that fully explains the remarkable similarity between the two locomotives.

If this was true, Baldwin could legitimately consider the "Black Diamond" an all-new locomotive from their perspective, which they did. (they gave it a Baldwin build number). Which would make sense, as the entire "working" portion of the locomotive would have been a completely new locomotive, built new by Baldwin in 1889. And if this was true, it would not really be accurate to say the Cricket and the Black Diamond are "the same locomotive"..It would only be the coach "shell" that they have in common. But its an interesting possibility!
The LV had a total of seven "inspection engines" alltogether, although not all operated at the same time. More details on the rest of them can be found in the section for the inspection engines, below.
...................
 





0-6-6-0 Double Fairlie
Built 1871
Rostered 1871 - 1877


Mason Machine Works builders photo, 1871.


Road No. Year blt. Type Class Builder b/n Notes
164 1871 0-6-6-0
Mason 438
 wreck./1877, blr.to stat.use at P.Amboy 1279


A very unique and unusual locomotive was on the LV roster during the 1870's, the double-ended "Janus", built by the Mason Machine Works of Taunton Massachusetts. William Mason was experimenting with "Fairlie Patent" locomotives, which would later be perfected with his "Mason Bogie" locomotives. The Janus was a rare experiment in a "double Fairlie" type. Aptly named after Janus, the two-headed Roman god "of beginnings and transitions"


The Janus is said to have been originally built for the Central Pacific railroad, which had just recently joined with the Union Pacific to form the new transcontentinal railroad only two years before. However it is not believed the locomotive ever actually operated with the Central Pacific. After being tried out by a few railroads, it found a home with the LV. It is believed the Janus was used by the LV as a pusher.

There are two conflicting theorys concerning the fate of the Janus. One theory says the LV split the locomotive in half and made two conventional 0-6-0's out of it.8  Another source says the Janus was wrecked in 1877, and the boiler was converted to stationary use at Perth Amboy.2


...................







2-4-0T
Built 1871
Rostered 1871 - 18??


Baldwin Builders photo, 1871.


Road No. Year blt. Type Class Builder b/n Notes
528 1871 2-4-0T
Baldwin 2387
 nee Ithaca & Athens, to GI&S No. 5, to LV 528. gone by 1905
 1280


Only one 2-4-0 was ever rostered by the LV. The little tank engine was built by Baldwin in 1871 for the Ithaca & Athens Railroad. The Locomotive then became Geneva Ithaca & Sayre No. 5 when the I&A became part of the GI&S in 1876. Then, after a few more name changes, the locomotive finally became LV No. 528 in 1889.

...................
 








4-8-0 Mastodon
          Built 1872 - 1892
Rostered 1872 - 1917


LV No. 20, "Champion", built by the LV's Weatherly Shops in 1880.


LV No. 379, "Cheyenne", built by the LV's Weatherly Shops in 1882.


                                LV No. 50, built by Baldwin in 1887. Photo is after 1905.        Photographer unknown.

The 4-8-0 Mastodon type was a relatively uncommon heavy freight hauler on the LV. Only sixty 4-8-0's were rostered by the LV (compared to 308 2-8-0's, and 530 4-6-0's!) Most were built by the LV's home shops, and some were built by Baldwin. They were all built during a 20 year span, 1872 to 1892, and most were still around to be assigned to the O-class in 1905. They were gradually phased out during the first two decades of the 20th century, the last few surviving up to 1917.

The first 4-8-0 ever built is believed to be the "Centipede", built by Ross Winans for the B&O in 1855. The LV began building them in 1872, and had twenty on the roster by 1882, a decade later.

Some on-line sources say the first 4-8-0 was the "Mastodon" built for the Central Pacific in 1882, other sources say the Mastodon was the first "successful" 4-8-0.. both are incorrect! the first 4-8-0 was built three decades before the "Mastodon" existed, and the LV was building them a decade earlier, and they were performing just fine. The Central Pacific's "Mastodon" of 1882 was simply the locomotive that gave the "Mastodon" name to the 4-8-0 type, even though many successful 4-8-0's existed before it. Before 1882, the 4-8-0 type was simply called the "Twelve Wheeler" type, since it evolved from the 4-6-0, which was already called the "Ten Wheeler"..Sometime after 1882 the 4-8-0 type name evolved from "Twelve Wheeler" to "Mastodon".

Scroll for the entire 4-8-0 Roster:
Road No. Year Blt. Type Class Builder b/n Notes .
20 1880 4-8-0
LV Wea
named "Champion" (2nd) - gone by 1905 1281
173 1872 4-8-0
LV Wea
named "Keystone", gone by 1905 1282
174 1872 4-8-0
LV Wea
named "Kentucky", gone by 1905 1283
293 1887 4-8-0
Baldwin 8369 gone by 1905 1284
301 1891 4-8-0
LV S. Eas
source 2 says renumbured to 58 in 1905, probably incorrect. 1285
336 1878 4-8-0
LV Wea
gone by 1905 1286
338 1879 4-8-0
LV Wea
named "E.P. Wilbur" - gone by 1905 1287
375 1881 4-8-0
LV Wea
named "E.M.Patterson" - gone by 1905 1288
412 1883 4-8-0
LV Wea
named "Pocahontas", reb.6/91 - gone by 1905 1289
415 1883 4-8-0
LV Wea
named "Wyandot" - gone by 1905 1290
571 1891 4-8-0
Baldwin 11697 gone by 1905 1291
50
1887 4-8-0 O-1 Baldwin 8351 Originally No. 288, ren./05 50 - scrap 5/1913 1292
51
1887 4-8-0 O-1 Baldwin 8361 Originally No. 289, ren./05 51 - scrap 9/1915 1293
52
1887 4-8-0 O-1 Baldwin 8362 Originally No. 290, ren./05 52 - scrap 9/1907 1294
53
1887 4-8-0 O-1 Baldwin 8365 Originally No. 291, ren./05 53 - scrap 10/1908 1295
54
1887 4-8-0 O-1 Baldwin 8366 Originally No. 292, ren./05 54 - scrap 3/1914 1296
55
1887 4-8-0 O-1 Baldwin 8378 Originally No. 294, ren./05 55 - scrap 11/1910 1297
56
1887 4-8-0 O-1 Baldwin 8384 Originally No. 295, ren./05 56 - scrap 10/1910 1298
57
1887 4-8-0 O-1 Baldwin 8396 Originally No. 296, ren./05 57 - scrap 5/1913 1299
58 1887 4-8-0 O-1 Baldwin 8398 Originally No. 297, ren./05 58 - sold 11/1908 GC&L 56 1300
59
1887 4-8-0 O-1 LV Sayre
Originally No. 298,  ren./05 59, scrap 5/1913 1301
60 1888 4-8-0 O-1 Baldwin 9036 Originally No. 601, ren.~/91 487, ren./1905 60 - scrap 5/1913 1302
61 1888 4-8-0 O-1 Baldwin 9037 Originally No. 602, ren.~/91 488,  ren./1905 61 - scrap 9/1915 1303
62 1888 4-8-0 O-1 Baldwin 9038 Originally No. 603, ren.~/91 489,   ren./1905 62 - scrap 1/1912 1304
63 1888 4-8-0 O-1 Baldwin 9040 Originally No. 604, ren.~/91 490,   ren./1905 63 - scrap 1/1908 1305
64 1888 4-8-0 O-1 Baldwin 9041 Originally No. 605, ren.~/91 491,   ren./1905 64 - scrap 3/1914 1306
70 1891 4-8-0 O-2 Baldwin 11681 Originally No. 565, ren./1905 70 - scrap 4/1910 1307
71
1891 4-8-0 O-2 Baldwin 11688 Originally No. 566, ren./1905 71 - scrap 11/1912 1308
72
1891 4-8-0 O-2 Baldwin 11689 Originally No. 567, ren./1905 72 - scrap 11/1916 1309
73
1891 4-8-0 O-2 Baldwin 11682 Originally No. 568, ren./1905 73 - scrap 10/1917 1310
74
1891 4-8-0 O-2 Baldwin 11690 Originally No. 569, ren./1905 74 - scrap 10/1910 1311
75
1891 4-8-0 O-2 Baldwin 11694 Originally No. 570, ren./1905 75 - scrap 10/1908 1312
76
1891 4-8-0 O-2 Baldwin 11700 Originally No. 572, ren./1905 76 - scrap 4/1917 1313
77
1891 4-8-0 O-2 Baldwin 11701 Originally No. 573, ren./1905 77 - scrap 10/1914 1314
78
1891 4-8-0 O-2 Baldwin 11705 Originally No. 574, ren./05 78 - scrap 12/12 1315
91 1880 4-8-0 O-3 LV Wea
Originally No. 334, named "Amazon", ren.1905 91, scrap 3/1913 1316
92 1881 4-8-0 O-3 LV Wea
Originally No. 368, named "Rambler", ren./1905 92, scrap 4/1913 1317
93 1881 4-8-0 O-3 LV Wea
Originally No. 374, named "Hopkin Thomas" - ren./1905 93, scrap 10/1907 1318
94 1882 4-8-0 O-3 LV Wea
Originally No. 376, named "Excelsior" - ren./1905 94, scrap 11/1914 1319
95 1882 4-8-0 O-3 LV Wea
Originally No. 378, named "Pawnee" - ren./1905 95, scrap 10/1912 1320
96 1883 4-8-0 O-3 LV Wea
Originally No. 413, named "Mohican" - ren./1905 96, scrap 12/1912 1321
97 1884 4-8-0 O-3 LV Wea
Originally No. 426, named "Osceola" - ren./1905 97, scrap 4/1905 1322
98 1884 4-8-0 O-3 LV Wea
Originally No. 427, named "Tecumseh" - ren./1905 98, scrap 7/1914 1323
99 1885 4-8-0 O-3 LV Wea
Originally No. 428, named "Egypt"  - ren./1905 99, scrap 12/1912 1324
100 1886 4-8-0 O-3 LV Wea
Originally No. 429, named "Soudan" - ren./1905 100, scrap 12/1912 1325
104 1887 4-8-0 O-4 LV Wea
Originally No. 430, named "Vesuvius" - ren./1905 104, scrap 10/1915 1326
105
1888 4-8-0 O-4 LV Wea
Originally No. 462, ren./1905 105 - scrap 10/1912 1327
108 1891 4-8-0 O-5 LV S. Eas
Originally No. 36, ren./1905 108 - sold ~/1912 SI&E 640 1328
109 1891 4-8-0 O-5 LV S. Eas
Originally No. 42, ren./1905 109 - scrap 4/1912 1329
110
1892 4-8-0 O-5 LV S. Eas
Originally No. 45, ren./1905 110 - scrap 12/1918 1330
111 1892 4-8-0 O-5 LV S. Eas
Originally No. 57, ren./1905 111 - scrap 8/1913 1331
112 1881 4-8-0 O-5 LV Wea
Originally No. 369, named "Phoenix" - reb. 4/1891, ren./1905 112, scrap 12/1913 1332
113 1882 4-8-0 O-5 LV Wea
Originally No. 377, named "Ottawa" - reb. 2/1891, ren./1905 113, scrap 5/1913 1333
114 1882 4-8-0 O-5 LV Wea
Originally No. 379, named "Cheyenne" - ren./05 114, scrap 10/1912 1334
115 1882 4-8-0 O-5 LV Wea
Originally No. 380, named "Chickasaw" - ren./1905 115, scrap 10/1912 1335
116 1883 4-8-0 O-5 LV Wea
Originally No. 411, named "Powhattan" - reb. 8/1891, ren./1905 116, scrap 10/1912 1336
117 1883 4-8-0 O-5 LV Wea
Originally No. 414, named "Massasoit" - ren./1905 117, scrap 5/1913 1337
123 1872 4-8-0 O-6 LV Wea
Originally No. 16, named "Atlas" (2nd) - ren./1905 123 - scrap 11/1914 1338
124 1873 4-8-0 O-6 LV Wea
Originally No. 183, named "Onoko"  - reb.11/1893 - ren./1905 124 - scrap 7/1914 1339
125 1879 4-8-0 O-6 LV Wea
Originally No. 337, named "Yorktown" - reb. 9/1892, ren./1905 125, scrap 3/1912 1340




...................







0-4-4T Mason Bogie
Built 1873
Rostered 1873 - 18??


Mason Machine Works builders photo, 1873.


The "Shoo Fly" in later service with the LV.


Road No. Year blt. Type Class Builder b/n Notes
532 1871 0-4-4T
Mason 506
 nee UI&E "Shoo Fly", to GI&S No. 9, to LV No. 532. Gone by 1905.
 1341


The LV was a definate fan of the quality locomotives built built by the Mason Machine Works of Taunton Massachusetts. Over the years the LV rostered several Mason 4-4-0's, over forty 4-6-0 heavy freight haulers, the tiny 2-2-0 "Lilliput", the very unusual "Janus", and finally this one "Mason Bogie" type.

The "Shoo Fly" was built for the Utica Ithaca & Elmira railroad in 1873. She was originally intended to be used on a proposed steep hill line that was planned to join downtown Ithaca, NY with the Cornell campus area up on the hillside. This proposed line was never built however. Two years later she got a much larger Mason Bogie sister, the full-size "Leviathan" which was used around Ithaca for a short time, and was intended for a new incarnation of the planned hillside railroad in Ithaca, a cog railway this time, which was planned to run up the steep Cascidilla creek bed in Ithaca, to join downtown Ithaca with the Cornell campus up on the hill. The Leviathan, unlike the Shoo-Fly, was actually delivered with a large geared cog on the middle driver axle for this purpose. However the cog railway was also never built, and the Leviathan was returned to Mason after only a year or so on the UI&E, and it never belonged to the LV. See this page for more infomation on the Leviathan: https://scotlawrence.github.io/leviathan/leviathan.html

The smaller "Shoo Fly" remained with the UI&E however, and did join the LV roster when the UI&E was later incorporated into the Geneva Ithaca & Sayre, then finally into the LV system. The "Shoo Fly" got her unusual name from the railroad company rivalry of the time; "It stemmed from the pejorative title of "Shoo Fly Railroad" bestowed upon the UI&E by unappreciative patrons who likened the road's initial service to the pesky insect immortalized in the tune "Shoo fly, dont bother me." While some UI&E managers were annoyed by this nickname, others found it amusing, among them Mr. Cornell and Mr. Burt, who named the little Mason hill climber.9"
...................








4-2-4T Inspection Locomotive
 "Dorothy"
Built 1884
Rostered 1884 - 1934


LVRR Photo

Among LV fans and historians, one of the best known LV locomotives is the Inspection engine "Dorothy". She was built at the LV's Wilkes Barre PA shops in 1884, and served with the railroad for 50 years before being retired then sold, and she nearly survived! she was "preserved" in a sense, and privately owned, but in the end she didnt make it, and sadly is no longer with us today.

A note about Dorothy's origin: Could Dorothy's boiler and drivers/running gear have come from the LV's Mason locomotive "Lilliput"? It's quite plausable! Here is a repeat of the information posted above for "Lilliput":

Could the "Lilliput" have been  rebuilt into "Dorothy"? it's possible! Dorothy was built in 1884 at the Wilkes Barre shops, and Lilliput is indicated as "scrapped about 1885", so the dates are interesting. Also, there is the notation that the Lilliput was  rebuilt into a 4-2-4T.2  And, the drivers of Lilliput and Dorothy appear to be identical! and the smokebox (front of the boiler) looks very similar. It has been assumed that Dorothy was built from scratch, but its possible that the Lilliput gave her drivers and boiler to Dorothy! This is however merely speculation at this point, but its an interesting theory! Click here for the Lilliput.



Road No. Year blt. Type Class Builder b/n Notes
1 (3rd)
1884 4-2-4T A-1
 LV Wilkes
nee LV 300, renumbured to LV No. 1 in 1905, retired 1934, scrapped 1943.
 1342

There are seventeen known photos of "Dorothy", all seventeen are below, along with a timeline of her known history:


LV 300, Wilkes Barre PA, 1884 - Harry Owens collection. used with permission, thanks!

This is the earliest known photo of Dorothy, and is probably her "Builders photo" taken at the Wilkes Barre roundhouse in 1884. She was not named "Dorothy" when built, and was instead simply "Number 300". Her original paintscheme (colors currently unknown) contained a round emblem in the center (it is not currently known what that was) flanked by the state seals of Pennsylvania and New York states. The three men in the photo are Engineer Fred Lucky, Fireman William Waugh and Trainman Thomas Normile.10





The second known photo, above, shows her out on the road, doing what she was built for; taking top-hatted officials out to inspect the line! She is still wearing her original colors and configuration in this photo, with the two state seals still in place, although that center round emblem is now missing. Photographer unknown.

Dorothy was involved in a collision in December 1893 that damaged her badly, a description of the accident is in the book "A History of the Lehigh Valley Railroad, The Route of the Black Diamond" by Robert F. Archer, published in 1977:

"One accident of a near farcical nature involved the inspection engine Dorothy, used by President Wilbur's son, Supertindent Rolin Wilbur. On December 2 engine No. 192 was en-route from Easton to assist a wreck on the New Jersey division, when it came upon a stalled coal train at Green's Bridge, east of Phillipsburg. Expecting a collision, the engineer and fireman leaped from the cab after putting the engine in reverse. Stopping short of the train ahead, the abandoned locomotive accelerated in reverse as it headed back to Phillipsburg at about 60 miles per hour.  There it collided with the "Dorothy" and continued on across the Delaware River bridge, pushing the little engine ahead of it. After passing the Easton station in tandem, the runaways met an eastbound coal train head-on. The impromptu excursion ended abruptly, with the Dorothy, caught between the two larger locomotives, taking the brunt of the damage." 3
 
She survived the accident, and was rebuilt and repainted. The photo above is the best known photo of Dorothy, and shows her in her 2nd configuration after being rebuilt, now named "Dorothy", and still numbured 300. Since the accident occured in December 1893, this photo is most likely from 1894.



Dorothy continued to serve with the LV into the early 20th Century, and during the 1905 renumburing she was renumbured from No. 300 to "Lehigh Valley Number 1", recieving the coveted top spot on the roster, and assigned class A-1, (the only locomotive in Class A). She was now lettered "Lehigh 1 Valley" on the side of the cab, with a LV flag emblem on the tender. It is believed this is her third, and final paintscheme.





Photographer unknown.


Photographer unknown.


Photographer unknown.


Photographer unknown.

Dorothy served as the "Presidents engine" on the LV for a full 50 years, 1884 to 1934. She was finally retired in 1934, and sold to a private individual, John Vaugn of Kingston, PA, who operated Dorothy on a loop of track on his private estate. 3  After Vaugn's death, the locomotive was then purchased by a LV official, Superintendant Frank Mitten of Bear Creek PA. The photo above shows Dorothy in Kingston in February 1937, in the process of being moved to Mitten's home in Bear Creek. 3


The remaining photos show Dorothy in her "retirement years". These photos are believed to show Dorothy operating on the estate of Mr. Vaugn between 1934 and 1937. (It is unknown if Mr. Mitten had a track to operate Dorothy as well.) The photographer of all the following photos is unknown:


                                                                                                                                                                          


                                                                                     


                                                                                     


                                                                                                                              


                                                                                   











Dorothys final fate is a sad tale. She nearly survived! She was privately owned, and if she had survived, she would today be the only surviving LV steam locomotive..but it was not meant to be. Dorothy's last owner, Frank Mitten, passed away in 1943, and then: "his widow, in a fit of patriotic fervor, donated No. 1 to a World War II scrap drive." 3


More data on Dorothy:

The colors of Dorothy's three configurations are not known, no color data has ever come to light. Artists and illustrators have created some color renderings over the years, however I believe the colors they chose are simply guesses, and are likely not historically accurate.

An article about Dorothy appeared in the January 1895 issue of "The American Engineer & Railroad Journal", with a wealth of statistics:













LV Blueprint.



Topps "Rails & Sails" card, 1955.



Dorothy matchbook, 1981.



Charcoal drawing, artist unknown.




And we end our look at Dorothy with a beautiful artists drawing. The artist and date are currently unknown. (The artist's signature is visable, but I cant make out what it says) (If anyone knows, please let me know! email link is at the bottom of this page) Again, I believe the artist most likely simply "guessed" at the color scheme. The illustration says "1884", which is the year Dorothy was built, but its based on the 1894 photo.


It is my intention that this section include *all* known information on Dorothy! I will continually update it as new information comes to light. comments, corrections and additions are welcome.


...................








LV Inspection Locomotives
       Built 1870 - 1913
Rostered 1870 - 1934

The LV owned a total of Seven Inspection Locomotives, (also called "Superintendents engines" and "Presidents engines") They were used by Railroad officials to tour the line, and for other official events.

The LV's Seven Inspection locomotives were:
Cricket, Dorothy (Dorothy was also Number 1 after 1905), then Numbers 2, 3, 4, 5, and 6.
Only Cricket and Dorothy were built new as Inspection locomotives, numbers 2, 3, 4, 5 and 6 were rebuilt by the LV from older 4-4-0's. (the full data for each locomotive is elsewhere in this roster, with their respective wheel arrangements.)

Cricket - built 1870, gone by 1891.2



Dorothy, originally LV 300, renumbured to Number 1 in 1905 - built 1884, retired 1934. Dorothy served the longest of any of the Inspection locomotives, a full 50 years on the roster. Scrapped 1943. Class A-1 after 1905.11   Dorothy has her own section in this webpage, the section immediately above this one.



LV Number 2. Built 1889 by the LV at South Easton shops, originally LV 551.
Renumbured to 2701 in 1905. Rebuilt 5/1906 to Inspection Locomotive Number 2 at South Easton. Scrapped 1916. Class E-21 when inspection loco No. 2.11 
Photographer unknown.


LV Number 3. Built 1877? by the LV at Hazleton?, originally LV 202, named
"W. Stevenson". Renumbured to 2578 in 1905. Rebuilt 1913 at Sayre to Inspection Locomotive Number 3. Scrapped 1916. Class E-1 when inspection loco No. 3.11
(No known photos of No. 3)




                                                                                                                                                                        Photographer unknown.


                                                                                                                                                                          Photographer unknown.


LV Number 4. Built 1883 by Baldwin, originally P&NY 267, named
"Robt. Patterson". Renumbured to 2580 in 1905. Rebuilt 1913 at Sayre to Inspection Locomotive Number 4. Scrapped 1918. Class E-1 when inspection loco No. 4.11
Photographer unknown.



LV Number 5. Built 1883 by Baldwin, originally P&NY 268, named
"Rich. Elmer". Renumbured to 2581 in 1905. Rebuilt 1913 at Sayre to Inspection Locomotive Number 5. Scrapped 1915. Class E-1 when inspection loco No. 5.11
(No known photos of No. 5)





LV Number 6. Built 1871 by the LV at Delano, originally LV 148, named
"Evangeline". Renumbured to 2611 in 1905. Rebuilt 1913 at Sayre to Inspection Locomotive Number 6. Scrapped 3/1917. Class E-1 when inspection loco No. 6.11

The photo above is the only known photo of No. 6, clearly taken during her final days, she is in the process of being parted out/scrapped. Note nearly identical steel body as No. 4. It's likely numbers 3, 4, 5 and 6, all built in 1913, all recieved the same style cab/body, home-built at the Sayre shops.


Here is an interesting mystery..Why did Inspection locomotives 2, 3, 4, 5, and 6 serve such a short time on the roster? No. 2 lasted 10 years, built into Inspection No. 2 in 1906 and was scrapped in 1916, but numbers 3, 4, 5, and 6 only existed for 2 to 5 years before they were scrapped!

No. 2 - 1906 to 1916:  10 years of service.
No. 3 - 1913 to 1916:  3 years of service.
No. 4 - 1913 to 1918:  5 years of service.
No. 5 - 1913 to 1915:  2 years of service.
No. 6 - 1913 to 1917:  4 years of service.

Why would the LV go to the trouble to build four inspection locomotives in 1913 only to scrap them a few short years later? They still had No. 1 (Dorothy) on the roster during this time, and she served until 1934, but it still seems odd to scrap the others so quickly. But there is a likely explanation:

World War I.

Like the better-known scrap drives of WWII (which claimed the life of Dorothy) there was likely also a need for materials to support the war effort during WWI. Once the war arrived, inspection locomotives would have probably been viewed as an unnecessary "luxury" and were likely scrapped because of the war. Only Dorothy survived WWI, but she would not survive WWII.
...................










2-4-4T Forney
Built 1892
Rostered 1892 - 18??



LV No. 610, the "Charles Dorrance" - Baldwin, 1892.

 The LV owned two 2-4-4T tank engines, identical sisters built by Baldwin in 1892. Locomotives of this type were most often bi-directional commuter locomotives, meant to comfortably operate in either direction without needing to be turned. The full-size headlight on the tender of the 610 in the photo above suggests the LV used these two locomotives in a similar fashion. They were short-lived locomotives on the LV however, serving less than twelve years. No. 610 was reported sold to the "Atlantic Coast Lumber Company" before 1905.2 The fate of 611 is unknown, but she was also not around to recieve a new number in 1905.2

Road No. Year Blt. Type Class Builder b/n Notes
610 1892 2-4-4t . Baldwin 12388 named "Charles Dorrance". sold (by 1905) to Atlantic Coast Lumber Co. 1343
611 1892 2-4-4t . Baldwin 12389 named "J.W.Hollenback". gone by 1905 1344




...................










4-4-2 Atlantic
          Built 1896 - 1911
Rostered 1896 - 1929


Baldwin builders photo, First photo of an LV Atlantic.  1896.
When the Black Diamond Express made its first runs in May of 1896, it was hauled by the LV's most modern and capable passenger locomotives, which were the latest 4-4-0 camelbacks. However the 4-4-0's werent quite up to the task of keeping the new Flagship train on schedule. The evolutionary descendant of the 4-4-0 passenger locomotive had recently been developed, the 4-4-2 Atlantic.

In 1894 the first production 4-4-2's were built by Baldwin for the Atlantic Coast Line Railroad, which gave the name "Atlantic" to the class. The advantage of the 4-4-2 over the 4-4-0 was that the trailing truck allowed a larger firebox to be placed behind the drivers, rather than between the drivers, which resulted in a larger, faster and more powerful passenger locomotive. (The same 2-wheel trailing truck concept, allowing an enlarged firebox behind the drivers, led to the development of the 2-8-2 from the 2-8-0.)

The LV ordered some of the earliest Atlantics, placing an order with Baldwin for five of them in 1896. The new Atlantics, numbers 664 to 668, arrived later in 1896 and immediately became the LV's primary passenger locomotives. The LV quickly ordered more, and eventually rostered a total of thirty nine 4-4-2's, which would be the primary passenger power for the decade between 1896 and 1906, eventually being replaced by the 4-6-2 Pacifics.
Most of the LV Atlantics served into the 1920's, the last being scrapped in 1929, completing three decades as a class on the LV. The 4-4-2 Atlantics can be considered the pinnacle of 19th Century passenger locomotive design, and were the locomotives that ushered the LV into the 20th Century.



                                         LV 664, Class F-1. One of the first six LV Atlantics of 1896.        Photographer unknown



                                                                         LV 2331, Class F-2.                                      Photographer unknown



LV 681, Class F-3. Baldwin Builders photo, 1903.      



LV 2411, Class F-3. Alco Builders photo, 1906.      



LV 2400, Class F-3, with the Black Diamond Express, Sayre PA.
Richard Palmer Collection, used with permission.



                                                                       LV 2404, Class F-3.                                      Photographer unknown



                                                                                                LV 2413, Class F-3.                                      Photographer unknown



                                                                                                   LV 674, Class F-4.                                      Photographer unknown

               


                                                          LV 2476, Class F-6. Built by the LV in Sayre.               Photographer unknown




                      LV 2479, Class F-6. The LV's last Atlantic, Built by the LV in Sayre in 1911   Photographer unknown





Scroll for the entire 4-4-2 Roster:

Road No. Year Blt. Type Class Builder b/n Notes .
2320 1896 4-4-2w F-1 Baldwin 14956 Originally LV 664, ren./1905 2320, scrap 3/1928 1346
2321 1896 4-4-2w F-1 Baldwin 14957 Originally LV 665, ren./1905 2321, scrap 11/1923 1347
2322 1896 4-4-2w F-1 Baldwin 14958 Originally LV 666, ren./1905 2322, scrap 11/1923 1348
2323 1896 4-4-2w F-1 Baldwin 14959 Originally LV 667, ren./1905 2323, scrap 6/1926 1349
2324 1896 4-4-2w F-1 Baldwin 14960 Originally LV 668, ren./1905 2324, scrap 3/1928 1350
2330 1898 4-4-2w F-2 Baldwin 15961 Originally LV 669, ren./1905 2330, scrap 3/1929 1351
2331 1898 4-4-2w F-2 Baldwin 15962 Originally LV 670, ren./1905 2331, scrap 6/1929 1352
2332 1898 4-4-2w F-2 Baldwin 15963 Originally LV 671, ren./1905 2332, scrap 8/1919 1353
2333 1898 4-4-2w F-2 Baldwin 15964 Originally LV 672, ren./1905 2333, scrap 3/1929 1354
2450 1900 4-4-2w F-4 & F-5 Baldwin 17792 Originally LV 673, ren./1905 to F4 class 2450, rebuilt 1906/07 to F5 class 2467, scrap 3/1929 1355
2451 1900 4-4-2w F-4 & F-5 Baldwin 17794 Originally LV 674, ren./1905 to F4 class 2451, rebuilt 1906/07 to F5 class 2465, scrap 10/1928 1356
2452 1900 4-4-2w F-4 & F-5 Baldwin 17815 Originally LV 675, ren./1905 to F4 class 2452, rebuilt 1906/07 to F5 class 2462, scrap 10/1928 1357
2453 1901 4-4-2w F-4 & F-5 Baldwin 19208 Originally LV 676, ren./1905 to F4 class 2453, rebuilt 1906/07 to F5 class 2461, scrap 7/1923 1358
2454 1901 4-4-2w F-4 & F-5 Baldwin 19209 Originally LV 677, ren./1905 to F4 class 2454, rebuilt 1906/07 to F5 class 2460, scrap 11/1923 1359
2455 1901 4-4-2w F-4 & F-5 Baldwin 19222 Originally LV 678, ren./1905 to F4 class 2455, rebuilt 1906/07 to F5 class 2466, scrap 6/1924 1360
2456 1901 4-4-2w F-4 & F-5 Baldwin 19223 Originally LV 679, ren./1905 to F4 class 2456, rebuilt 1906/07 to F5 class 2464, scrap 10/1928 1361
2457 1901 4-4-2w F-4 & F-5 Baldwin 19224 Originally LV 680, ren./1905 to F4 class 2457, rebuilt 1906/07 to F5 class 2463, scrap 10/1928 1362
2400 1903 4-4-2w F-3 Baldwin 22476 Originally LV 681, ren./1905 2400, scrap 4/1929 1363
2401 1903 4-4-2w F-3 Baldwin 22484 Originally LV 682, ren./1905 2401, scrap 10/1928 1364
2402 1903 4-4-2w F-3 Baldwin 22485 Originally LV 683, ren./1905 2402, scrap 9/1925 1365
2403 1903 4-4-2w F-3 Baldwin 22547 Originally LV 684, ren./1905 2403, scrap 4/1929 1366
2404 1904 4-4-2w F-3 Baldwin 24388 Originally LV 801, ren./1905 2404, scrap 1/1923 1367
2405 1904 4-4-2w F-3 Baldwin 24393 Originally LV 802, ren./1905 2405, scrap 6/1924 1368
2406 1904 4-4-2w F-3 Baldwin . Originally LV 803, ren./1905 2406, scrap 11/1922 1369
2407 1906 4-4-2w F-3 Alco 41328 scrap 11/23 1370
2408 1906 4-4-2w F-3 Alco 41329 scrap 9/25 1371
2409 1906 4-4-2w F-3 Alco 41330 scrap 6/24 1372
2410 1906 4-4-2w F-3 Alco 41331 scrap 4/29 1373
2411 1906 4-4-2w F-3 Alco 41332 scrap 6/24 1374
2412 1910 4-4-2w F-3 Baldwin 35585 scrap 3/29 1375
2413 1910 4-4-2w F-3 Baldwin 35586 scrap 3/29 1376
2414 1910 4-4-2w F-3 Baldwin 35657 scrap 6/26 1377
2415 1910 4-4-2w F-3 Baldwin 35658 scrap 9/25 1378
2416 1910 4-4-2w F-3 Baldwin 35659 scrap 3/29 1379
2475 1910 4-4-2 F-6 LV-Sayre . scrap 10/28 1380
2476 1911 4-4-2 F-6 LV-Sayre . scrap 5/29 1381
2477 1911 4-4-2 F-6 LV-Sayre . scrap 9/25 1382
2478 1911 4-4-2 F-6 LV-Sayre . scrap 1/30 1383
2479 1911 4-4-2 F-6 LV-Sayre . scrap 11/28 1384




...................








2-6-2 Prairie
          Built 1902 - 1904
Rostered 1902 - 1906

LV 791. Baldwin Builders photo, 1902.
In 1902 the LV ordered ten 2-6-2 Prairie type locomotives from Baldwin, LV numbers 790 - 799. In 1905 they were assigned to the K-2 class and renumbured to 2230 - 2239.  The 2-wheel front truck proved troublesome however, and in 1906, after only two to four years on the roster, all ten were rebuilt into 4-6-2 Pacifics at Sayre, remaining in the K-2 class, keeping numbers 2230 - 2239, and remaining camelbacks. In 1920 seven of the ten were rebuilt again, into "conventional cab" pacifics this time, reclassified to class K-3, and given new numbers 2027-2033. As Pacifics, several of these locomotives survived until the end of the steam era.

It was believed that these ten were the only 2-6-2 Camelbacks ever built, however there was at least one more, a locomotive named "Merrimac", built for the Virginia Anthracite Coal and Railway Company. The LV's ten are certaintly the largest order of 2-6-2 camelbacks ever built however, and are likely the only multiple-unit order.

Since these locomotives operated as 2-6-2's for only two to four years, (built in 1902, '03 and '04, and all rebuilt into 4-6-2's in 1906) photos of them in their 2-6-2 configuration are very rare! few photos are known.


LV 791, used with permission, photographer unknown.
from: https://sites.google.com/site/camelbacksteamlocomotives/



LV 2230, the original No. 790. This photo can only be from 1905 or early 1906!
Because they recieved their new numbers in 1905, and were rebuilt to 4-6-2's in 1906.



And here is LV 794 in her rebuilt 4-6-2 configuration:

LV 2234, Class K-2 Pacific, one of the 2-6-2 Prairies rebuilt as a 4-6-2 Pacific.


Road No. Year Blt. Type 2-6-2 Class 4-6-2 class Builder b/n Notes
2230..... 1902 2-6-2w K-2 K-2 and K-3 Baldwin 20574 Built as 2-6-2w No. 790,  ren/1905 2230, reb/1906 to 4-6-2w 2230, rebuilt 4/1920 to K-3 4-6-2 2031, scrap 2/1941 1385
2231 1902 2-6-2w K-2 K-2 and K-3 Baldwin 20575 Built as 2-6-2w No. 791, ren/1905 2231, reb/1906 to 4-6-2w 2231, rebuilt 4/1920 to K-3 4-6-2 2029, scrap 2/1941 1386
2232 1902 2-6-2w K-2 K-2 and K-3 Baldwin 20600 Built as 2-6-2w No. 792, ren/1905 2232, reb/1906 to 4-6-2w 2232, rebuilt 8/1919 to K-3 4-6-2 2028, scrap 6/1941 1387
2233 1902 2-6-2w K-2 K-2 and K-3 Baldwin 20601 Built as 2-6-2w No. 793, ren/1905 2233, reb/1906 to 4-6-2w 2233, rebuilt 6/1920 to K-3 4-6-2 2032, scrap 7/1948 1388
2234 1903 2-6-2w K-2 K-2 and K-3 Baldwin 22464 Built as 2-6-2w No. 794, ren/1905 2234, reb/1906 to 4-6-2w 2234, rebuilt 8/1920 to K-3 4-6-2 2033, scrap 7/1951 1389
2235 1903 2-6-2w K-2 K-2 Baldwin 22472 Built as 2-6-2w No. 795, ren/1905 2235, reb/1906 to 4-6-2w 2235, scrap 8/1923 1390
2236 1903 2-6-2w K-2 K-2 Baldwin 22487 Built as 2-6-2w No. 796, ren/1905 2236, reb/1906 to 4-6-2w 2236, scrap 1924 1391
2237 1903 2-6-2w K-2 K-2 and K-3 Baldwin 22493 Built as 2-6-2w No. 797, ren/1905 2237, reb/1906 to 4-6-2w 2237, rebuilt 4/1919 to K-3 4-6-2 2027, scrap 3/1939 1392
2238 1904 2-6-2w K-2 K-2 Baldwin 24384 Built as 2-6-2w No. 798, ren/1905 2238, reb/1906 to 4-6-2w 2238, scrap 5/1923 1393
2239 1904 2-6-2w K-2 K-2 and K-3 Baldwin 24385 Built as 2-6-2w No. 799, ren/1905 2239, reb/1906 to 4-6-2w 2239, rebuilt 8/1920 to K-3 4-6-2 2030, scrap 1/1948 1394


...................







e the

2-8-2 Mikado
          Built 1903 - 1924
Rostered 1903 - 1951




As previously discussed, The Lehigh Valley is credited with inventing four major wheel arrangements:
the 2-8-0 Consolidation, the 2-10-0 Decapod, the 2-8-2 Mikado, and the 4-6-2 Pacific. Here is the third of the four, the 2-8-2 Mikado.

The world's first 2-8-2 was a modified version of one of the first two 2-10-0 Decopods. The LV's 2-10-0 "Bee" of 1867 was later rebuilt into the first 2-8-2:

"Seeking other novel motive power types for mountain road service, Mitchell drew up specifications for two 2-10-0's which were built in 1867 by Norris Brothers of Lancaster, Pa. Laying claim to the first locomotives built to the 2-10-0 design, the two Decapods ANT and BEE were something less than successful in service. Tight curves were more than a match for their long, rigid wheelbases, and they were subsequently  rebuilt, the BEE as a 2-8-2 and the ANT as a 4-8-0." 3

Here is the "BEE", originally a 2-10-0, rebuilt as the first 2-8-2:


Like the first 4-6-2 Pacific, (discussed below) this early 2-8-2 didnt immedately catch on, and the wheel arrangement was not seen again for several decades. The name "Mikado" comes from a group of 2-8-2's that Baldwin built for Japan in 1897.

The 2-8-2 Mikado, as a modern "non experimental" type, was the LV's first new freight locomotive type of the 20th Century, and it would go on to become the most numerous steam wheel arrangement on the LV during the 20th Century. While the 2-8-0 Consolidation could be said to be the LV's primary freight hauler of the 19th Century, the 2-8-2 Mikado was the LV's primary freight hauler of the 20th Century, being used right up to the end of steam in 1951.

The LV rostered 234 2-8-2's that were built new as 2-8-2's, plus an additional twenty 2-8-2's that were rebuilt from twenty of the LV's seventy six 2-10-2's (listed under the 2-10-2 section, they became N-6 class Mikados 275-294) , making a grand total of 254 2-8-2 Mikados on the LV, the most numerous steam locomotive type on the LV during the 20th Century. The first group of 67 LV Mikados, class N-1, built 1903 to 1907, were camelbacks, the rest were "conventional cab" locomotives. The LV's "Mike" fleet was 75% Baldwin and 25% Alco.

                                LV 233, Class N-1. From the first order of LV Mikados built in 1903.   Photographer unknown
(headlight in original "as built" position)




                                 LV 238, Class N-1. From the first order of LV Mikados built in 1903.   Photographer unknown
(headlight in later modified position.)



LV 238, Class N-1. Alco builders photo, 1907.



                                 LV 278, Class N-6. One of the LV Mikados rebuilt from a 2-10-2.         Photographer unknown
(Note the dual side-by-side sand domes, a 2-10-2 feature.)



                                  
LV 305, Class N-2. Built by Baldwin in 1913.                                                                 Photographer unknown
(Note the very wide firebox, requiring a cut-out for the cab! a feature seen on most of the LV Baldwin Mikados, but not the Alcos.)




                                               LV 352, Class N-2½. Built by Baldwin in 1913.                    Photographer unknown





                                                 LV 398, Class N-3. Built by Baldwin in 1916.                    Photographer unknown
On display at an "open house" type event in Sayre.




LV 414, Class N-3. Baldwin Builders photo, 1916.




                                                     LV 425, Class N-4. Built by Baldwin in 1923.                    Photographer unknown




                                                       LV 444, Class N-5b. Built by Alco in 1924.                    Photographer unknown
Class N-5b was the last and most modern class of Mikados on the LV.
         
LV 454, Class N-5b. Built by Alco in 1924.                                                                  Photographer unknown
454 had a feedwater heater installed on top of the smokebox,  perhaps an experiment installed for testing at Sayre. It is not known exactly how many Mikados had this feature, photos show at least two, 440 and 454.




                                                       LV 475, Class N-5b. Built by Alco in 1924.                    Photographer unknown





                                                       LV 481, Class N-5b. Built by Alco in 1924.                    Photographer unknown
Scroll for the entire 2-8-2 Roster:

Road No. Year Blt. Type Class Builder b/n Notes
220 1903 2-8-2w N-1 Baldwin 22532 Originally LV 1501, ren./1905 220, scrap 9/1925 1395
221 1903 2-8-2w N-1 Baldwin 22550 Originally LV 1502, ren./1905 221, scrap 9/1925 1396
222 1903 2-8-2w N-1 Baldwin 22561 Originally LV 1503, ren./1905 222, scrap 5/1929 1397
223 1903 2-8-2w N-1 Baldwin 22562 Originally LV 1504, ren./1905 223, scrap 12/1926  1398
224 1903 2-8-2w N-1 Baldwin 22566 Originally LV 1505, ren./1905 224, scrap 3/1928 1399
225 1903 2-8-2w N-1 Baldwin 22572 Originally LV 1506, ren./1905 225, scrap 6/1924 1400
226 1903 2-8-2w N-1 Baldwin 22596 Originally LV 1507, ren./1905 226, scrap 12/1924 1401
227 1903 2-8-2w N-1 Baldwin 22608 Originally LV 1508, ren./1905 227, scrap 9/1925 1402
228 1903 2-8-2w N-1 Baldwin 22640 Originally LV 1509, ren./1905 228, scrap 9/1925 1403
229 1903 2-8-2w N-1 Baldwin 22648 Originally LV 1510, ren./1905 229, scrap 11/1928 1404
230 1903 2-8-2w N-1 Baldwin 22663 Originally LV 1511, ren./1905 230, scrap 3/1928 1405
231 1903 2-8-2w N-1 Baldwin 22668 Originally LV 1512, ren./1905 231, scrap 9/1925 1406
232 1903 2-8-2w N-1 Baldwin 22669 Originally LV 1513, ren./1905 232, scrap 2/1932 1407
233 1903 2-8-2w N-1 Baldwin 22682 Originally LV 1514, ren./1905 233, scrap 12/1924 1408
234 1903 2-8-2w N-1 Baldwin 22698 Originally LV 1515, ren./1905 234, scrap 4/1932 1409
235 1903 2-8-2w N-1 Baldwin 22706 Originally LV 1516, ren./1905 235, scrap 9/1925 1410
236 1903 2-8-2w N-1 Baldwin 22712 Originally LV 1517, ren./1905 236, scrap 9/1925 1411
237 1903 2-8-2w N-1 Baldwin 22722 Originally LV 1518, ren./1905 237, scrap 5/1929 1412
238 1903 2-8-2w N-1 Baldwin 22743 Originally LV 1519, ren./1905 238, scrap 3/1928 1413
239 1903 2-8-2w N-1 Baldwin 22757 Originally LV 1520, ren./1905 239, scrap 10/1928 1414
240 1903 2-8-2w N-1 Baldwin 22764 Originally LV 1521, ren./1905 240, scrap 9/1925 1415
241 1903 2-8-2w N-1 Baldwin 22775 Originally LV 1522, ren./1905 241, scrap 1/1930 1416
242 1903 2-8-2w N-1 Baldwin 22784 Originally LV 1523, ren./1905 242, scrap 2/1930 1417
243 1903 2-8-2w N-1 Baldwin 22800 Originally LV 1524, ren./1905 243, scrap 3/1930 1418
244 1903 2-8-2w N-1 Baldwin 22825 Originally LV 1525, ren./1905 244, scrap 2/1932 1419
245 1903 2-8-2w N-1 Baldwin 22857 Originally LV 1526, ren./1905 245, rebuilt at Baldwin in 1923, scrap 10/1928 1420
246 1903 2-8-2w N-1 Baldwin 22877 Originally LV 1527, ren./1905 246, scrap 10/1928 1421
247 1906 2-8-2w N-1 Baldwin 27665 scrap 12/32 1422
248 1906 2-8-2w N-1 Baldwin 27666 scrap 11/28 1423
249 1906 2-8-2w N-1 Baldwin 27693 scrap 11/32 1424
250 1906 2-8-2w N-1 Baldwin 27698 scrap 12/32 1425
251 1906 2-8-2w N-1 Baldwin 27699 scrap 3/30 1426
252 1906 2-8-2w N-1 Baldwin 27713 scrap 9/25 1427
253 1906 2-8-2w N-1 Baldwin 27714 scrap 6/29 1428
254 1906 2-8-2w N-1 Baldwin 27726 scrap 3/28 1429
255 1906 2-8-2w N-1 Baldwin 27756 scrap 5/29 1430
256 1906 2-8-2w N-1 Baldwin 27873 scrap 3/30 1431
257 1907 2-8-2w N-1 Alco 42684 scrap 3/28 1432
258 1907 2-8-2w N-1 Alco 42685 scrap 5/29 1433
259 1907 2-8-2w N-1 Alco 42686 scrap 3/30 1434
260 1907 2-8-2w N-1 Alco 42687 scrap 10/32 1435
261 1907 2-8-2w N-1 Alco 42688 scrap 3/28 1436
262 1907 2-8-2w N-1 Alco 42689 Rebuilt by Baldwin in 1923, scrap 3/32 1437
263 1907 2-8-2w N-1 Alco 42690 scrap 1/30 1438
264 1907 2-8-2w N-1 Alco 42691 scrap 1/30 1439
265 1907 2-8-2w N-1 Alco 42692 scrap 3/28 1440
266 1907 2-8-2w N-1 Alco 42693 scrap 10/28 1441






275 - 294 were twenty class N-6 Mikados rebuilt from 2-10-2's. Listed under the 2-10-2 section.
300 1912 2-8-2 N-2 Baldwin 38942 scrap 8/40 1442
301 1913 2-8-2 N-2 Baldwin 38989 scrap 1/41 1443
302 1913 2-8-2 N-2 Baldwin 38990 scrap 1/41 1444
303 1913 2-8-2 N-2 Baldwin 38991 scrap 3/38 1445
304 1913 2-8-2 N-2 Baldwin 38992 scrap 3/39 1446
305 1913 2-8-2 N-2 Baldwin 38993 scrap 7/50 1447
306 1913 2-8-2 N-2 Baldwin 38994 scrap 1/51 1448
307 1913 2-8-2 N-2 Baldwin 39233 scrap 12/49 1449
308 1913 2-8-2 N-2 Baldwin 39234 scrap 10/48 1450
309 1913 2-8-2 N-2 Baldwin 39235 scrap 1/40 1451
310 1913 2-8-2 N-2 Baldwin 39236 scrap 5/49 1452
311 1913 2-8-2 N-2 Baldwin 39237 scrap 3/39 1453
312 1913 2-8-2 N-2 Baldwin 39238 scrap 7/49 1454
313 1913 2-8-2 N-2 Baldwin 39303 scrap 1/38 1455
314 1913 2-8-2 N-2 Baldwin 39304 scrap 4/39 1456
315 1913 2-8-2 N-2 Baldwin 39305 scrap 1/40 1457
316 1913 2-8-2 N-2 Baldwin 39306 scrap 12/50 1458
317 1913 2-8-2 N-2 Baldwin 39972 scrap 9/50 1459
318 1913 2-8-2 N-2 Baldwin 39973 scrap 2/39 1460
319 1913 2-8-2 N-2 Baldwin 39974 scrap 12/50 1461
320 1913 2-8-2 N-2 Baldwin 39975 scrap 1/50 1462
321 1913 2-8-2 N-2 Baldwin 39976 scrap 3/39 1463
322 1913 2-8-2 N-2 Baldwin 39989 scrap 8/49 1464
323 1913 2-8-2 N-2 Baldwin 39990 scrap 12/49 1465
324 1913 2-8-2 N-2 Baldwin 39991 scrap 1/38 1466
325 1913 2-8-2 N-2 Baldwin 39992 scrap 1/38 1467
326 1913 2-8-2 N-2 Baldwin 40041 scrap 2/38 1468
327 1913 2-8-2 N-2 Baldwin 40042 scrap 2/50 1469
328 1913 2-8-2 N-2 Baldwin 40043 scrap 3/38 1470
329 1913 2-8-2 N-2 Baldwin 40044 scrap 7/51 1471
330 1913 2-8-2 N-2 Baldwin 40092 scrap 7/51 1472
331 1913 2-8-2 N-2 Baldwin 40093 scrap 2/51 1473
332 1913 2-8-2 N-2 Baldwin 40094 scrap 7/47 1474
333 1913 2-8-2 N-2 Baldwin 40105 scrap 3/38 1475
334 1913 2-8-2 N-2 Baldwin 40106 scrap 11/50 1476
335 1913 2-8-2 N-2 Baldwin 40151 scrap 8/49 1477
336 1913 2-8-2 N-2 Baldwin 40152 scrap 8/49 1478
337 1913 2-8-2 N-2 Baldwin 40153 scrap 12/49 1479
338 1913 2-8-2 N-2 Baldwin 40201 scrap 12/49 1480
339 1913 2-8-2 N-2 Baldwin 40202 scrap 3/39 1481
340 1913 2-8-2 N-2 Baldwin 40203 scrap 1/41 1482
341 1913 2-8-2 N-2 Baldwin 40254 scrap 12/50 1483
350 1913 2-8-2 N-2½ Baldwin 40441 scrap 12/50 1484
351 1913 2-8-2 N-2½ Baldwin 40442 scrap 2/51 1485
352 1913 2-8-2 N-2½ Baldwin 40520 scrap 1/51 1486
353 1913 2-8-2 N-2½ Baldwin 40521 scrap 1/38 1487
354 1913 2-8-2 N-2½ Baldwin 40525 scrap 1/50 1488
355 1913 2-8-2 N-2½ Baldwin 40526 scrap 5/51 1489
356 1913 2-8-2 N-2½ Baldwin 40527 scrap 4/39 1490
357 1913 2-8-2 N-2½ Baldwin 40581 scrap 3/38 1491
358 1913 2-8-2 N-2½ Baldwin 40582 scrap 1/40 1492
359 1913 2-8-2 N-2½ Baldwin 40583 scrap 1/38 1493
360 1913 2-8-2 N-2½ Baldwin 40584 scrap 3/50 1494
361 1913 2-8-2 N-2½ Baldwin 40585 scrap 1/40 1495
362 1913 2-8-2 N-2½ Baldwin 40586 scrap 3/38 1496
363 1913 2-8-2 N-2½ Baldwin 40587 scrap 3/38 1497
364 1913 2-8-2 N-2½ Baldwin 40588 scrap 12/37 1498
365 1913 2-8-2 N-2½ Baldwin 40654 scrap 7/41 1499
366 1913 2-8-2 N-2½ Baldwin 40655 scrap 3/38 1500
367 1913 2-8-2 N-2½ Baldwin 40692 scrap 6/48 1501
368 1913 2-8-2 N-2½ Baldwin 40693 scrap 8/50 1502
369 1913 2-8-2 N-2½ Baldwin 40694 scrap 3/38 1503
370 1913 2-8-2 N-2½ Baldwin 40701 scrap 12/37 1504
371 1913 2-8-2 N-2½ Baldwin 40702 scrap 1/40 1505
372 1913 2-8-2 N-2½ Baldwin 40705 scrap 4/39 1506
373 1913 2-8-2 N-2½ Baldwin 40706 scrap 1/38 1507
374 1913 2-8-2 N-2½ Baldwin 40707 scrap 3/38 1508
375 1916 2-8-2 N-2½ Baldwin 42830 scrap 1/50 1509
376 1916 2-8-2 N-2½ Baldwin 42831 scrap 7/41 1510
377 1916 2-8-2 N-2½ Baldwin 42849 scrap 1/38 1511
378 1916 2-8-2 N-2½ Baldwin 42850 scrap 1/38 1512
379 1916 2-8-2 N-2½ Baldwin 42851 scrap 3/50 1513
380 1916 2-8-2 N-2½ Baldwin 42909 scrap 7/47 1514
381 1916 2-8-2 N-2½ Baldwin 42910 scrap 2/38 1515
382 1916 2-8-2 N-2½ Baldwin 42911 scrap 2/38 1516
383 1916 2-8-2 N-2½ Baldwin 42940 scrap 12/37 1517
384 1916 2-8-2 N-2½ Baldwin 42941 scrap 1/38 1518
385 1916 2-8-2 N-2½ Baldwin 42953 Rebuilt 1923 at LV Bethelem shops, scrap 11/48 1519
386 1916 2-8-2 N-2½ Baldwin 42954 scrap 1/51 1520
387 1916 2-8-2 N-2½ Baldwin 42955 scrap 2/38 1521
388 1916 2-8-2 N-2½ Baldwin 42956 scrap 8/49 1522
389 1916 2-8-2 N-2½ Baldwin 42957 scrap 1/41 1523
390 1916 2-8-2 N-2½ Baldwin 42958 scrap 1/50 1524
391 1916 2-8-2 N-2½ Baldwin 42959 scrap 1/41 1525
392 1916 2-8-2 N-2½ Baldwin 43001 scrap 7/48 1526
393 1916 2-8-2 N-2½ Baldwin 43002 scrap 2/38 1527
394 1916 2-8-2 N-2½ Baldwin 43003 scrap 12/50 1528
395 1916 2-8-2 N-3 Baldwin 43503 scrap 1/40 1529
396 1916 2-8-2 N-3 Baldwin 43504 scrap 1/38 1530
397 1916 2-8-2 N-3 Baldwin 43505 scrap 12/50 1531
398 1916 2-8-2 N-3 Baldwin 43506 scrap 7/49 1532
399 1916 2-8-2 N-3 Baldwin 43532 scrap 6/41 1533
400 1916 2-8-2 N-3 Baldwin 43533 Rebuilt 7/1923 at LV Bethelem shops. scrap 7/48 1534
401 1916 2-8-2 N-3 Baldwin 43544 scrap 1/38 1535
402 1916 2-8-2 N-3 Baldwin 43545 scrap 6/41 1536
403 1916 2-8-2 N-3 Baldwin 43546 scrap 7/51 1537
404 1916 2-8-2 N-3 Baldwin 43547 scrap 7/41 1538
405 1916 2-8-2 N-3 Baldwin 43714 scrap 12/50 1539
406 1916 2-8-2 N-3 Baldwin 43715 scrap 5/48 1540
407 1916 2-8-2 N-3 Baldwin 43716 scrap 4/49 1541
408 1916 2-8-2 N-3 Baldwin 43717 scrap 1/38 1542
409 1916 2-8-2 N-3 Baldwin 43787 scrap 5/41 1543
410 1916 2-8-2 N-3 Baldwin 43788 scrap 6/41 1544
411 1916 2-8-2 N-3 Baldwin 43789 scrap 2/38 1545
412 1916 2-8-2 N-3 Baldwin 43790 scrap 2/38 1546
413 1916 2-8-2 N-3 Baldwin 43791 scrap 2/39 1547
414 1916 2-8-2 N-3 Baldwin 43792 scrap 2/38 1548
415 1921 2-8-2 N-3 Baldwin 54258 scrap 5/46 1549
416 1921 2-8-2 N-3 Baldwin 54344 scrap 6/49 1550
417 1921 2-8-2 N-3 Baldwin 54345 scrap 12/38 1551
418 1921 2-8-2 N-3 Baldwin 54346 scrap 12/38 1552
419 1921 2-8-2 N-3 Baldwin 54347 scrap 7/51 1553
420 1922 2-8-2 N-3 Baldwin 55552 scrap 2/39 1554
421 1922 2-8-2 N-3 Baldwin 55691 scrap 5/51 1555
422 1922 2-8-2 N-3 Baldwin 55692 scrap 12/48 1556
423 1922 2-8-2 N-3 Baldwin 55693 scrap 2/39 1557
424 1922 2-8-2 N-3 Baldwin 55694 scrap 5/50 1558
425 1923 2-8-2 N-4 Baldwin 55894 scrap 4/50 1559
426 1923 2-8-2 N-4 Baldwin 55895 scrap 4/49 1560
427 1923 2-8-2 N-4 Baldwin 55896 scrap 12/50 1561
428 1923 2-8-2 N-4 Baldwin 56023 scrap 8/48 1562
429 1923 2-8-2 N-4 Baldwin 56024 scrap 9/50 1563
430 1923 2-8-2 N-4 Baldwin 56088 scrap 2/48 1564
431 1923 2-8-2 N-4 Baldwin 56089 scrap 11/48 1565
432 1923 2-8-2 N-4 Baldwin 56090 scrap 9/51 1566
433 1923 2-8-2 N-4 Baldwin 56091 scrap 1/40 1567
434 1923 2-8-2 N-4 Baldwin 56092 scrap 9/48 1568
440 1924 2-8-2 N-5b Alco 65108 scrap 7/48 1569
441 1924 2-8-2 N-5b Alco 65109 scrap 1/51 1570
442 1924 2-8-2 N-5b Alco 65110 scrap 1/51 1571
443 1924 2-8-2 N-5b Alco 65111 scrap 1/48 1572
444 1924 2-8-2 N-5b Alco 65112 scrap 9/48 1573
445 1924 2-8-2 N-5b Alco 65113 scrap 3/49 1574
446 1924 2-8-2 N-5b Alco 65114 scrap 8/48 1575
447 1924 2-8-2 N-5b Alco 65115 scrap 9/51 1576
448 1924 2-8-2 N-5b Alco 65116 scrap 4/49 1577
449 1924 2-8-2 N-5b Alco 65117 scrap 6/49 1578
450 1924 2-8-2 N-5b Alco 65118 scrap 5/48 1579
451 1924 2-8-2 N-5b Alco 65119 scrap 1/49 1580
452 1924 2-8-2 N-5b Alco 65120 scrap 8/48 1581
453 1924 2-8-2 N-5b Alco 65121 scrap 6/48 1582
454 1924 2-8-2 N-5b Alco 65122 scrap 11/48 1583
455 1924 2-8-2 N-5b Alco 65123 scrap 6/48 1584
456 1924 2-8-2 N-5b Alco 65124 scrap 6/48 1585
457 1924 2-8-2 N-5b Alco 65125 scrap 6/51 1586
458 1924 2-8-2 N-5b Alco 65126 scrap 11/48 1587
459 1924 2-8-2 N-5b Alco 65127 scrap 7/48 1588
460 1923 2-8-2 N-4b Baldwin 56093 scrap ~/50 1589
461 1923 2-8-2 N-4b Baldwin 56094 scrap ~/50 1590
462 1923 2-8-2 N-4b Baldwin 56095 scrap ~/50 1591
463 1923 2-8-2 N-4b Baldwin 56096 scrap ~/50 1592
464 1923 2-8-2 N-4b Baldwin 56097 scrap ~/50 1593
465 1923 2-8-2 N-5b Alco 64139 scrap 3/51 1594
466 1923 2-8-2 N-5b Alco 64140 scrap 2/49 1595
467 1923 2-8-2 N-5b Alco 64141 scrap 3/49 1596
468 1923 2-8-2 N-5b Alco 64142 scrap 3/50 1597
469 1923 2-8-2 N-5b Alco 64143 scrap 11/47 1598
470 1924 2-8-2 N-5b Alco 65128 scrap 3/49 1599
471 1924 2-8-2 N-5b Alco 65129 scrap 11/48 1600
472 1924 2-8-2 N-5b Alco 65130 scrap 8/49 1601
473 1924 2-8-2 N-5b Alco 65131 scrap 8/48 1602
474 1924 2-8-2 N-5b Alco 65132 scrap 8/50 1603
475 1924 2-8-2 N-5b Alco 65133 scrap 9/49 1604
476 1924 2-8-2 N-5b Alco 65134 scrap 7/49 1605
477 1924 2-8-2 N-5b Alco 65135 scrap 7/51 1606
478 1924 2-8-2 N-5b Alco 65136 scrap 8/49 1607
479 1924 2-8-2 N-5b Alco 65137 scrap 10/49 1608
480 1924 2-8-2 N-5b Alco 65138 scrap 11/48 1609
481 1924 2-8-2 N-5b Alco 65139 scrap 5/48 1610
482 1924 2-8-2 N-5b Alco 65140 scrap 6/49 1611
483 1924 2-8-2 N-5b Alco 65141 scrap 7/48 1612
484 1924 2-8-2 N-5b Alco 65142 scrap 9/50 1613
485 1924 2-8-2 N-5b Alco 65143 scrap 11/47 1614
486 1924 2-8-2 N-5b Alco 65144 scrap 7/48 1615
487 1924 2-8-2 N-5b Alco 65145 scrap 5/48 1616
488 1924 2-8-2 N-5b Alco 65146 scrap 7/51 1617
489 1924 2-8-2 N-5b Alco 65147 scrap 3/48 1618
490 1923 2-8-2 N-5b Alco 64129 scrap 5/48 1619
491 1923 2-8-2 N-5b Alco 64130 scrap 6/48 1620
492 1923 2-8-2 N-5b Alco 64131 scrap 9/49 1621
493 1923 2-8-2 N-5b Alco 64132 scrap 5/48 1622
494 1923 2-8-2 N-5b Alco 64133 scrap 3/49 1623
495 1923 2-8-2 N-5b Alco 64134 scrap 3/51 1624
496 1923 2-8-2 N-5b Alco 64135 scrap 7/51 1625
497 1923 2-8-2 N-5b Alco 64136 scrap 9/48 1626
498 1923 2-8-2 N-5b Alco 64137 scrap 3/49 1627
499 1923 2-8-2 N-5b Alco 64138 scrap 12/50 1628




The LV's Mikados were a very successful class on the LV, being the most numerous 20th Century wheel arrangement, numbering 254 units, and several operated until the very end of steam on the LV. In fact, it was a Mikado that had the dubious honor of being the very last LV steam locomotive in service. After performing her daily tasks on September 14, 1951, LV Mikado number 432 dropped her fire, for the last time, in Delano, PA. She was the very last of 1,848 LV steam locomotives to operate, ending nearly 100 years of steam power on the Lehigh Valley Railroad. Here is that last survivor, Mikado Number 432:




                                                    LV 432, Class N-4. Built by Baldwin in 1923.                    Photographer unknown

...................









Sayre Shops
Main locomotive "Big Shops" building completed in 1904
Locomotives built there 1904 - 1925
In use by the LV 1904 - 1976
Demolished 1987-1988

For the first 20 years of the LV's existance, Sayre didnt even exist! The LV literally *created* Sayre in the 1870's, as Sayre grew around the new yards and shops being built by the LV in Sayre. The LV originally moved coal east from the eastern Pennsylvania coal fields to market near New York City. There was also a huge market for coal in the growing industrial regions of the Great Lakes, and the LV began to build north and west to serve this market as well. LV tracks reached Waverly NY in 1867, to interchange coal with the Erie railroad, then the LV completed its mainline to Buffalo in 1896, which became the western terminus of the railroad.

Before 1904, the LV built locomotives for it's own use at several smaller shops, including Beaver Meadow, Delano, Hazleton, South Easton, Weatherly and Wilkes Barre.. but after 1904 all locomotive building ceased at these shops, and all locomotive construction and heavy repairs and maintenance moved to Sayre. Freight and passenger cars were also built at Sayre. Sayre became the "heart" of the LV, the largest shops and yard on the railroad. At its height the Sayre Shops complex employed xx workers. xxxxxxxxxxxxxx

From the 1870's through the turn of the 20th Century in 1900 the Sayre shop complex and yards grew quickly, culminating in 1904 with the completion of the main locomotive construction building, referred to locally as "The Big Shops" building.

When the "Big Shops" was completed in 1904, it was the largest building in the world! It did not hold the title for long, it was soon eclipsed by other structures, but it can be said Sayre once held a world record, even if only for a brief time. The building was truly impressive! It was 360 feet wide by 747 feet long, and enclosed an area over six acres! If built full-size in HO scale, the model would be 4x8 feet!







1904, the Shops are completed, and locomotive construction in Sayre begins.




In 1904 the magazine "Railway Age" published a six-page article about the LV's new modern shops in
Sayre. I have scans of all six pages if anyone would like a copy.




A few locomotives were built in Sayre prior to the completion of the main erecting hall in 1904, but the majority of Sayre-built locomotives were built after 1904. A total of 210 locomotives were built at the Sayre shops! Designed and built by the LV. Locomotive types built by the LV at Sayre:

4-4-0: 4 locomotives.
4-8-0: 1 locomotive
0-6-0: 25 locomotives
0-8-0: 46 locomotives
2-8-0: 36 locomotives
4-6-0: 61 locomotives
4-4-2: 5 locomotives
4-6-2: 32 locomotives

And this only includes *new* locomotives built from scratch, many more were rebuilt at Sayre into new and improved models. The last Sayre-built locomotive was 4-6-2 Pacific No. 2089, outshopped in 1925.

Some "Sayre Built" motive power:


                    LV 2-8-0 No. 929 - built by LV Sayre Shops, 1912.   Photographer unknown.




LV 0-8-0 No. 3185 - built in Sayre in 1912 as 2-8-0 No. 920    
  Rebuilt as an 0-8-0 in 1924 at Sayre. Photographer unknown.



                           LV 0-6-0 No. 3438 - built 1913 - LV Sayre Shops.      Photographer unknown.



A rare "LV Builders Photo"! Taken in Sayre, of the LV's first home designed and built 4-6-2,
  LV No. 2010, built in 1913, First unit of Class K-2½                                   LVRR Photo, 1913.



And here is sister unit 2012, also built in 1913. The men of the Sayre Shops were justifiably proud of their creations, and in 1913 some of the workers posed with their newly completed 4-6-2  number 2012 outside of the Shops.                                                                                                   LVRR Photo, 1913.


                        

LV 4-6-0 No. 1140.



         
 LV4-6-2 No. 2089, Last locomotive built at the Sayre Shops, 1925.  LVRR Photo, 1925.
After steam locomotive construction ceased, the shops continued to serve as the LV's primary locomotive repair and maintenance facility, and after the steam era ended in the early 1950's, and the Diesel era began, the shops were converted to diesel locomotive repair and maintenance. LV employees worked in the "Big Shops" and the other buildings throughout the Sayre shops complex, keeping the LV diesel locomotive fleet maintained and repaired, right up the last day of LV operations on March 31, 1976.

After the LV ceased to exist in 1976, Conrail did not use any of the Sayre shop buildings. The shops were used for a time in the late 1970's and early 80's by a company called Anbell, who used the Big Shops for a few years, and refurbished a few old Amtrak passenger cars there, but it was a short-lived operation, and by 1983 the shops were empty and unused.

The Big Shops building stood empty for the last few years of its existance. I first picked up a camera and became a railfan in 1983, when I was fourteen, and I was able to take many photos of the building during its last years:











































This is the less commonly seen North Side:


Also the North side:




 








North-East corner:



Looking south, from a window in the North-East corner.
In 1987, the LV had been gone for eleven years. The building was deteriorating, and no one had any use for it anymore. So the decision was made to tear it down.

Destruction of the Big Shops started a few days before November 1, 1987. I dont have the exact day, but I arrived either one or two days later. I *think* I arrived the next day..so it probably started October 31, 1987.

To begin the demolition process, they took one of the traveling cranes, pushed it all the way back to the rear of the building, atached a cable to it, ran the cable out the *front* of the building, attached a large Mack truck to the other end..got the truck up and running, pulling the traveling crane on its rails along the length of the building.. as the crane built up speed and momentum, it CRASHED through the front of the shops and fell to the ground!! I missed that actual event..I think I read about it in the paper the next day. When I arrived on November 1st, the crane was still sitting there on the ground and no further work had been done yet.. I was 18 when I took these photos, and had graduated from high school a few months before. (WHS class of '87)







The famous Sayre walkbridge was also gone, torn down earlier in 1987.
I was a member of the Valley Railroad Museum, which was in the Sayre station
about 1985 to 1991.


Now it's January 1988, and the building is about half gone.



May of 1988. It's nearly over.



And so ended the 84 year history of the "Big Shops"
Gone but not forgotten.

As I write this in 2015, the LV has been gone nearly 40 years. Conrail owned the former LV mainline through Sayre (but not the yard tracks and shop buildings) from 1976 to 1999, and since 1999 Norfolk Southern has owned and operated the tracks through Sayre. The "Lehigh Railway", a new shortline that began in 2009, operates the old LV main between Mehoopany, Towanda and Athens, interchanging with Norfolk Southern in Sayre.

Only five LV shop structures remain in the Sayre yard in 2015:
The "Hammer Shop" (Later the Assembly hall)
The "Freight car repair shop"
The "Store house"
The "Mill" (building names are from the map in the Archer book)
and a 5th building that isn't on the 1904 map in the Archer book..not sure what it was, but it was a LV building.

The large blue building that says "GE Railcar" on it isn't a LV building, that was built by GE in the 1980's..

Four companys use the Sayre yard today:
Norfolk Southern still owns and uses the mainline tracks along the edge of the yard, some of the yard tracks, and the tracks approaching the yard from all three directions. (Four rail lines once radiated out from the Sayre yard, today it's three.) GE Railcar uses the largest part of the yard, they repair freight cars, and use a lot of the yard for freight car storage as cars are rebuilt. Rynone Industries uses the "Store House"..they make furniture, kitchen cabinets and such. And the "Guthrie-1" medical helicopter has its base where the roundhouse once stood. The Lehigh Railway interchanges with Norfolk Southern south of the Sayre station, and does not enter the main yard complex north of the station.

LVRR, Sayre PA, 1946. Frank Evans collection.
Used with permission.
...................








4-6-2  Pacific
            Built 1905 - 1926
  Rostered 1905 - 1951



As previously discussed, The Lehigh Valley is credited with inventing four major wheel arrangements: the 2-8-0 Consolidation, the 2-10-0 Decapod, the 2-8-2 Mikado, and the 4-6-2 Pacific. Here is the last of the four, the 4-6-2 Pacific.

The world's first 4-6-2 Pacific was built by the LV at its Wilkes Barre PA shops in 1886. Named "Duplex" and numbured 444, little is known about its career. Unlike the LV's 2-8-0 Consolidation type of 20 years earlier, the 4-6-2 wheel arrangement didnt become an immediate success, and no duplicates were built of the original 444. The LV would not own another 4-6-2 until 1905, nineteen years later. By that time the modern Pacific had emerged as an essentially upgraded 4-4-2 Atlantic with an extra set of drivers, and had recieved the name "Pacific" after the first "production", non-experimental, 4-6-2's had been built by Baldwin for New Zealand in 1901.


The world's first 4-6-2 Pacific, LV No. 444, Built by the LV's Wilkes Barre shops in 1886.



LV 444, the world's first 4-6-2 Pacific, artist unknown.


The LV's first "standard" Pacifics began to arrive on the roster in 1905, and quickly began to phase out the 4-4-2 Atlantics which had been the primary passenger power for the previous decade. The 4-6-2 Pacific would go on to become the LV's standard passenger locomotive type for the remainder of the steam era, being used right up to the end of steam powered passenger trains in 1948. The LV owned 102 Pacifics that were built new as 4-6-2's, plus the ten 2-6-2 "Prairie" types that were rebuilt as 4-6-2's, making a grand total of 112 4-6-2 Pacifics on the LV roster. 32 Pacifics were designed and built by the LV at the Sayre Shops2, and were the most modern locomotives ever built at Sayre. The last locomotive built at the Sayre Shops was Pacific No. 2089, outshopped on June 26, 1925.11

The first eight LV Pacifics were camelbacks, built by Baldwin in 1905 and 1906, LV 2000 - 2007. Class K-1, the first members of the LV's K-class.


                                         LV 2003, Built by Baldwin in 1905. K-1 Class.             Photographer unknown.


Brand-new LV 2004, perhaps on her first run with the Black Diamond Express.
Easton PA, 1906. Peter Bellisario Collection, used with permission.


Baldwin Builders photo of LV 2006, built in 1906.


                                                                    LV 2007 in Sayre.                                Photographer unknown.



Class K-2 number 2234. Class K-2 was assigned to the Ten 2-6-2w Prarie type locomotives in 1905. All ten were then rebuilt into K-2 class 4-6-2w Pacifics in 1906, retaining their "camelback" cab configuration. Later, in 1919 and 1920, seven of the ten were rebuilt again into "conventional cab" 4-6-2's.11  See the 2-6-2 Prarie section for more information.  Photographer unknown.



A rare "LV Builders Photo"! Taken in Sayre, of the LV's first home designed and built 4-6-2,
LV No. 2010 built in 1913, First unit of Class K-2½



                                                                  LV 2010 out on the road.                      Photographer unknown.



                                   LV 2089, Last locomotive built at the Sayre Shops, 1925.            LVRR Photo, 1925.



LV 2022, another Sayre built Pacific, class of 1917, shown "semi-streamlined" for the Asa Packer train.
Photographer unknown.



                                    Sister unit 2023 got the same treatment. Class K-3.             Photographer unknown.



Class K-4 were all Sayre Built as well. LV 2053 is seen in Sayre in 1936.
Peter Bellisario Collection, used with permission.



Class K-5 and K-5½ were all Baldwins, built from 1916 to 1919. They were older than the final class of LV Pacifics, the K6 class, but were numbured higher! occupying the highest number series of the LV Pacifics, the 2100 series. K-5 and K-5½ class were the most numerious class of Pacifics on the LV, Fifty one units, nearly half of all LV Pacifics. Above is K-5 No. 2117.  Photographer unknown.



                                                             LV 2118 is seen in Sayre.                           Photographer unknown.



                                                               LV 2138, class K-5½                               Photographer unknown.


The most famous LV Pacifics were the five streamlined locomotives of the John Wilkes and the Black Diamond Express. In 1939 the LV experimented with "semi-streamlining" for the passenger train named the "Asa Packer", giving Pacifics 2022 and 2023 some new sheetmetal and a new orange & black paintscheme. (photos of the two Asa Packer engines are above.) Later in 1939 the LV took it a step further, hiring famed industrial designer Otto Kuhler to design new modern streamlined locomotives for the LV's two primary trains, the John Wilkes and the Black Diamond Express. Kuhler designed iconic shrouds, and the LV built and applied them to five older Pacifics, building and installing the shrouds "in house" at Sayre.

K-5 Class Baldwins 2101 and 2102 were chosen for the John Wilkes, and three K-6 class Pacifics, 2089, 2093 and 2097, were chosen for the Black Diamond. 2089 was the last Sayre-built locomotive, and 2093 and 2097 were both Alcos. The two streamlined John Wilkes locomotives were introduced in 1939, and the three Black Diamond engines came out the following year, 1940.

               LV 2102 with the new streamlined edition of the "John Wilkes" - 1939.    Photographer unknown.


                                                                         LV 2102                                        Photographer unknown.



                                                 LV 2089 with the Black Diamond Express.             Photographer unknown.


This famous Streamlined era of the John Wilkes and the Black Diamond Express, with their streamlined Pacifics and matching trainsets in red, black & white, sadly lasted only a short time. World War II quickly arrived, the locomotives were stripped of all their chrome and steel trim for the war effort, and by 1948 the former streamlined beautys were looking sad and worn..grimy black, and wearing only a broad red stripe.

Photos show several of the five streamlined pacifics still wearing their shrouds into 1947 and early 1948.
After the arrival of the Alco PA's in the spring of '48, their shrouds were removed, and they spent their last few years in anonymous freight service.

The last steam-powered run of the Black Diamond Express occured on May 15, 1948, powered by non-streamlined pacific 2091. The following day, the new Alco PA passenger diesels took over.
Scroll for the entire 4-6-2 Roster:

Road No. Year Blt. Type class Builder b/n Notes .
444 1886 4-6-2 . LV-W.Barre . named "Duplex", gone by 1905 1629
2000 1905 4-6-2w K-1 Baldwin 26309 scrap 5/1923 1630
2001 1905 4-6-2w K-1 Baldwin 26353 scrap 5/1923 1631
2002 1905 4-6-2w K-1 Baldwin 26712 scrap 5/1923 1632
2003 1906 4-6-2w K-1 Baldwin 27864 scrap 5/1923 1633
2004 1906 4-6-2w K-1 Baldwin 27865 Rebuilt  3/1919 into conventional cab LV 2026, Class K-3. scrap 11/1938 1634
2005 1906 4-6-2w K-1 Baldwin 27866 Rebuilt 12/1921 into conventional cab LV 2035, Class K-3. scrap 4/1948 1635
2006 1906 4-6-2w K-1 Baldwin 27752 Rebuilt  4/1921 into conventional cab LV 2034, Class K-3. scrap 7/1950 1636
2007 1906 4-6-2w K-1 Baldwin 27753 scrap 10/1923 1637
2010 1913 4-6-2 K-2½ LV-Sayre . scrap 11/1938 1638
2011 1913 4-6-2 K-2½ LV-Sayre . scrap 11/1938 1639
2012 1913 4-6-2 K-2½ LV-Sayre . scrap /1947 1640
2013 1913 4-6-2 K-2½ LV-Sayre . scrap 7/1948 1641
2014 1913 4-6-2 K-2½ LV-Sayre . scrap 12/1937 1642
2015 1913 4-6-2 K-2½ LV-Sayre . scrap 10/1950 1643
2016 1914 4-6-2 K-2½ LV-Sayre . scrap 12/1947 1644
2017 1914 4-6-2 K-2½ LV-Sayre . scrap 7/1948 1645
2018 1914 4-6-2 K-2½ LV-Sayre . scrap 7/1941 1646
2019 1914 4-6-2 K-2½ LV-Sayre . scrap 11/1938 1647
2020 1914 4-6-2 K-2½ LV-Sayre . scrap 1/1938 1648
2021 1917 4-6-2 K-3 LV-Sayre . scrap 4/1948 1649
2022 1917 4-6-2 K-3 LV-Sayre . scrap 7/1946 1650
2023 1917 4-6-2 K-3 LV-Sayre . scrap 9/1950 1651
2024 1917 4-6-2 K-3 LV-Sayre . scrap 3/1948 1652
2025 1917 4-6-2 K-3 LV-Sayre . rebuilt in 1926 and renumbured to 2088. 1653
2050 1915 4-6-2 K-4 LV-Sayre . scrap 10/1938 1654
2051 1915 4-6-2 K-4 LV-Sayre . scrap 1/1940 1655
2052 1916 4-6-2 K-4 LV-Sayre . scrap 3/1939 1656
2053 1916 4-6-2 K-4 LV-Sayre . scrap 6/1950 1657
2054 1916 4-6-2 K-4 LV-Sayre . scrap 9/1951 1658
2055 1916 4-6-2 K-4 LV-Sayre . scrap 2/1948 1659
2056 1916 4-6-2 K-4 LV-Sayre . scrap 3/1940 1660
2057 1916 4-6-2 K-4 LV-Sayre . scrap 10/1938 1661
2058 1916 4-6-2 K-4 LV-Sayre . scrap 4/1948 1662
2059 1916 4-6-2 K-4 LV-Sayre . scrap 2/1948 1663
2060 1917 4-6-2 K-4 LV-Sayre . scrap 1/1940 1664
2061 1917 4-6-2 K-4 LV-Sayre . scrap 2/1950 1665
2062 1917 4-6-2 K-4 LV-Sayre . scrap 2/1949 1666
2063 1917 4-6-2 K-4 LV-Sayre . scrap 1/1940 1667
2064 1917 4-6-2 K-4 LV-Sayre . scrap 3/1940 1668
2100 1916 4-6-2 K-5 Baldwin 44582 scrap 2/1941 1669
2101 1916 4-6-2 K-5 Baldwin 44583 Streamlined in 1939 for the John Wilkes, scrap 3/1950 1670
2102 1916 4-6-2 K-5 Baldwin 44584 Streamlined in 1939 for the John Wilkes, scrap 3/1951 1671
2103 1916 4-6-2 K-5 Baldwin 44585 scrap 12/191950 1672
2104 1916 4-6-2 K-5 Baldwin 44586 scrap 6/1950 1673
2105 1916 4-6-2 K-5 Baldwin 44587 scrap 3/1941 1674
2106 1916 4-6-2 K-5 Baldwin 44629 scrap 11/1948 1675
2107 1916 4-6-2 K-5 Baldwin 44630 scrap 2/1941 1676
2108 1917 4-6-2 K-5 Baldwin 44631 scrap 7/1941 1677
2109 1917 4-6-2 K-5 Baldwin 44675 scrap 2/1949 1678
2110 1917 4-6-2 K-5 Baldwin 44676 scrap 1/1941 1679
2111 1917 4-6-2 K-5 Baldwin 44817 scrap 2/1941 1680
2112 1917 4-6-2 K-5 Baldwin 44818 scrap 8/1951 1681
2113 1917 4-6-2 K-5 Baldwin 44819 scrap 7/1941 1682
2114 1917 4-6-2 K-5 Baldwin 44832 scrap 6/1941 1683
2115 1917 4-6-2 K-5 Baldwin 44833 scrap 2/1948 1684
2116 1917 4-6-2 K-5 Baldwin 44834 scrap 5/1941 1685
2117 1917 4-6-2 K-5 Baldwin 44905 scrap 5/1951 1686
2118 1917 4-6-2 K-5 Baldwin 44906 scrap 7/1941 1687
2119 1917 4-6-2 K-5 Baldwin 44917 scrap 7/1950 1688
2120 1917 4-6-2 K-5 Baldwin 44918 scrap 2/1941 1689
2121 1917 4-6-2 K-5 Baldwin 44928 scrap 2/1941 1690
2122 1917 4-6-2 K-5 Baldwin 44929 scrap 5/1948 1691
2123 1917 4-6-2 K-5 Baldwin 45045 scrap 9/1948 1692
2123 1917 4-6-2 K-5 Baldwin 45045 scrap 9/1948 1693
2124 1917 4-6-2 K-5 Baldwin 45046 scrap 3/1941 1694
2125 1917 4-6-2 K-5 Baldwin 45077 scrap 3/1948 1695
2126 1917 4-6-2 K-5 Baldwin 45078 scrap 5/1941 1696
2127 1917 4-6-2 K-5 Baldwin 45079 scrap 5/1941 1697
2128 1917 4-6-2 K-5 Baldwin 45123 scrap 9/1951 1698
2129 1917 4-6-2 K-5 Baldwin 45124 scrap 2/1941 1699
2130 1918 4-6-2 K-5½ Baldwin 50675 scrap 5/1941 1700
2131 1919 4-6-2 K-5½ Baldwin 50941 scrap 3/1939 1701
2132 1919 4-6-2 K-5½ Baldwin 51033 scrap 4/1939 1702
2133 1919 4-6-2 K-5½ Baldwin 51034 scrap /40 1703
2134 1919 4-6-2 K-5½ Baldwin 51079 scrap 11/1948 1704
2135 1919 4-6-2 K-5½ Baldwin 51118 scrap 2/1941 1705
2136 1919 4-6-2 K-5½ Baldwin 51154 scrap 1940 1706
2137 1919 4-6-2 K-5½ Baldwin 51155 scrap 1940 1707
2138 1919 4-6-2 K-5½ Baldwin 51254 scrap 4/1948 1708
2139 1919 4-6-2 K-5½ Baldwin 51255 scrap 1940 1709
2140 1919 4-6-2 K-5½ Baldwin 51305 scrap 5/1941 1710
2141 1919 4-6-2 K-5½ Baldwin 51306 scrap 6/1949 1711
2142 1919 4-6-2 K-5½ Baldwin 51339 scrap 2/1948 1712
2143 1919 4-6-2 K-5½ Baldwin 51383 scrap 1940 1713
2144 1919 4-6-2 K-5½ Baldwin 51478 scrap 4/1948 1714
2145 1919 4-6-2 K-5½ Baldwin 51516 scrap 1940 1715
2146 1919 4-6-2 K-5½ Baldwin 51555 scrap 1940 1716
2147 1919 4-6-2 K-5½ Baldwin 51556 scrap 6/1941 1717
2148 1919 4-6-2 K-5½ Baldwin 51584 scrap 1940 1718
2149 1919 4-6-2 K-5½ Baldwin 51637 scrap 1940 1719
2090 1924 4-6-2 K-6 Alco 65255 scrap 9/1950 1720
2091 1924 4-6-2 K-6 Alco 65256 scrap 2/1951 1721
2092 1924 4-6-2 K-6 Alco 65257 scrap 11/191950 1722
2093 1924 4-6-2 K-6 Alco 65258 Streamlined in 1940 for the Black Diamond, scrap 12/1950 1723
2094 1924 4-6-2 K-6 Alco 65259 scrap 3/1951 1724
2095 1924 4-6-2 K-6 Alco 65260 scrap 2/1951 1725
2096 1924 4-6-2 K-6 Alco 65261 scrap 12/191951 1726
2097 1924 4-6-2 K-6 Alco 65262 Streamlined in 1940 for the Black Diamond, scrap 12/1951 1727
2098 1924 4-6-2 K-6 Alco 65263 scrap 11/191950 1728
2099 1924 4-6-2 K-6 Alco 65264 scrap 6/1951 1729
2089 1925 4-6-2 K-6 LV-Sayre . Last locomotive built at Sayre Shops, outshopped 6/26/1925 - Streamlined in 1940 for the Black Diamond, scrap 1/1951 1730




...................








.
2-10-2  Santa Fe
            Built 1917 - 1919
  Rostered 1917 - 1951
LV 4041, Baldwin builders photo, 1919.


In 1917, during the height of the WWI traffic surge, the LV was in need of new power, and they placed an order with Baldwin for Forty huge 2-10-2 "Santa Fe" type locomotives. These were used as heavy freight haulers in the Anthracite coal fields, and as slow drag locomotives between Sayre and Manchester, NY, where one 2-10-2 replaced two older consolidations.13  Two years later in 1919 they placed a second order for 36 more, for a total roster of 76 of the heavy haulers, numbers 4000 - 4075, class R-1. They were the largest and heaviest locomotives ever owned by the LV, although perhaps not the most powerful. (There is some uncertaintly about which was technically more powerful, the LV's 2-10-2's or the more modern 4-8-4 Wyomings.)

The name "Santa Fe" for the 2-10-2 wheel arrangement came from the Santa Fe Railroad, which was the first to use the type in 1903.

After WWI, the need for such slow heavy freight haulers diminshed, and the LV sold sixteen of them to the Hocking Valley Railroad in 1920 and 1923.13  Another twenty were converted to 2-8-2 Mikados by the LV at Sayre in 1928 and 1929.2  The remaining forty continued as 2-10-2's until the end of the steam era, being retired between 1948 and 1951.2



 LV 4001, in color! at Lehighton PA in 1951.   
4001 was the second LV 2-10-2 built, and one of the very last survivors of the class.
Greg Robbins Collection, used with permission. Photographer unknown.



  LV 4026.       
Greg Robbins Collection, used with permission. Photographer unknown.     .




LV 4031.
Greg Robbins Collection, used with permission. Photographer unknown.

LV 4044.
Greg Robbins Collection, used with permission. Photographer unknown.

 


  LV 4046.
Greg Robbins Collection, used with permission. Photographer unknown.

  LV 4056.
Greg Robbins Collection, used with permission. Photographer unknown.

  LV 4059. 
Greg Robbins Collection, used with permission. Photographer unknown.
Scroll for the entire 2-10-2 Roster:

Road No. Year Blt. Type Class Builder b/n Notes
4000 1917 2-10-2 R-1 Baldwin 45088 scrap 4/1951 1345
4001 1917 2-10-2 R-1 Baldwin 45112 scrap 9/1951 1731
4002 1917 2-10-2 R-1 Baldwin 45267 reb.10/1928 into 281 2-8-2 - scrap /1941 1732
4003 1917 2-10-2 R-1 Baldwin 45268 scrap 9/1951 1733
4004 1917 2-10-2 R-1 Baldwin 45314 scrap 9/1948 1734
4005 1917 2-10-2 R-1 Baldwin 45315 reb.10/1928 into 282 2-8-2 - scrap 1941 1735
4006 1917 2-10-2 R-1 Baldwin 45316 reb. 2/1929 into 291 2-8-2 - scrap 2/1949 1736
4007 1917 2-10-2 R-1 Baldwin 45317 reb. 6/1928 into 275 2-8-2 - scrap 1/1940 1737
4008 1917 2-10-2 R-1 Baldwin 45318 reb. 8/1928 into 276 2-8-2 - scrap 6/1949 1738
4009 1917 2-10-2 R-1 Baldwin 45319 reb. 9/1928 into 280 2-8-2 - scrap 2/1939 1739
4010 1917 2-10-2 R-1 Baldwin 45320 reb.11/1928 into 285 2-8-2 - scrap 1941 1740
4011 1917 2-10-2 R-1 Baldwin 45321 scrap 7/1951 1741
4012 1917 2-10-2 R-1 Baldwin 45322 scrap 3/1948 1742
4013 1917 2-10-2 R-1 Baldwin 45323 reb. 2/1929 into 290 2-8-2 - scrap 3/1939 1743
4014 1917 2-10-2 R-1 Baldwin 45373 reb.10/1928 into 283 2-8-2 - scrap 1941 1744
4015 1917 2-10-2 R-1 Baldwin 45450 reb. 9/1928 into 279 2-8-2 - scrap 2/1949 1745
4016 1917 2-10-2 R-1 Baldwin 45451 reb. 7/1929 into 294 2-8-2 - scrap 5/1941 1746
4017 1917 2-10-2 R-1 Baldwin 45452 scrap 2/1949 1747
4018 1917 2-10-2 R-1 Baldwin 45453 reb.11/1928 into 284 2-8-2 - scrap 6/1949 1748
4019 1917 2-10-2 R-1 Baldwin 45454 reb. 9/1928 into 278 2-8-2 - scrap 1941 1749
4020 1917 2-10-2 R-1 Baldwin 45467 scrap 8/1951 1750
4021 1917 2-10-2 R-1 Baldwin 45468 scrap 3/1951 1751
4022 1917 2-10-2 R-1 Baldwin 45469 scrap 9/1951 1752
4023 1917 2-10-2 R-1 Baldwin 45513 reb. 8/1928 into 277 2-8-2 - scrap 1941 1753
4024 1917 2-10-2 R-1 Baldwin 45514 scrap 3/1949 1754
4025 1917 2-10-2 R-1 Baldwin 45515 reb. 5/1929 into 293 2-8-2 - scrap 2/1948 1755
4026 1917 2-10-2 R-1 Baldwin 45516 scrap 7/1951 1756
4027 1917 2-10-2 R-1 Baldwin 45528 reb. 4/1929 into 292 2-8-2 - scrap 9/1949 1757
4028 1917 2-10-2 R-1 Baldwin 45529 scrap 3/1951 1758
4029 1917 2-10-2 R-1 Baldwin 45530 reb.12/1928 into 288 2-8-2 - scrap 10/1949 1759
4030 1917 2-10-2 R-1 Baldwin 45574 scrap 4/1948 1760
4031 1917 2-10-2 R-1 Baldwin 45575 scrap 3/1949 1761
4032 1917 2-10-2 R-1 Baldwin 45576 reb.11/1928 into 286 2-8-2 - scrap 1/1940 1762
4033 1917 2-10-2 R-1 Baldwin 45627 scrap 11/1947 1763
4034 1917 2-10-2 R-1 Baldwin 45628 scrap 5/1948 1764
4035 1917 2-10-2 R-1 Baldwin 45629 scrap 8/1951 1765
4036 1917 2-10-2 R-1 Baldwin 45643 scrap 4/1951 1766
4037 1917 2-10-2 R-1 Baldwin 45644 scrap 9/1951 1767
4038 1917 2-10-2 R-1 Baldwin 45645 reb .12/1928 into 287 2-8-2 - scrap 1/1948 1768
4039 1917 2-10-2 R-1 Baldwin 45680 reb. 1/1929 into 289 2-8-2 - scrap 1/1949 1769
4040 1919 2-10-2 R-1 Baldwin 52188 scrap 8/1951 1770
4041 1919 2-10-2 R-1 Baldwin 52225 scrap 3/1948 1771
4042 1919 2-10-2 R-1 Baldwin 52249 scrap 4/1951 1772
4043 1919 2-10-2 R-1 Baldwin 52282 scrap 3/1951 1773
4044 1919 2-10-2 R-1 Baldwin 52283 scrap 9/1951 1774
4045 1919 2-10-2 R-1 Baldwin 52284 scrap 7/1951 1775
4046 1919 2-10-2 R-1 Baldwin 52306 scrap 2/1949 1776
4047 1919 2-10-2 R-1 Baldwin 52307 scrap 1/1951 1777
4048 1919 2-10-2 R-1 Baldwin 52308 scrap 12/1950 1778
4049 1919 2-10-2 R-1 Baldwin 52309 scrap 11/1947 1779
4050 1919 2-10-2 R-1 Baldwin 52310 scrap 9/1950 1780
4051 1919 2-10-2 R-1 Baldwin 52311 scrap 5/1945 1781
4052 1919 2-10-2 R-1 Baldwin 52312 scrap 9/1951 1782
4053 1919 2-10-2 R-1 Baldwin 52332 scrap 8/1951 1783
4054 1919 2-10-2 R-1 Baldwin 52333 scrap 8/1951 1784
4055 1919 2-10-2 R-1 Baldwin 52334 scrap 1/1949 1785
4056 1919 2-10-2 R-1 Baldwin 52335 scrap 3/1951 1786
4057 1919 2-10-2 R-1 Baldwin 52354 scrap 3/1951 1787
4058 1919 2-10-2 R-1 Baldwin 52373 scrap 11/1949 1788
4059 1919 2-10-2 R-1 Baldwin 52426 scrap 1/1951 1789
4060 1919 2-10-2 R-1 Baldwin 52448 sold 4/1920 HV 130 1790
4061 1919 2-10-2 R-1 Baldwin 52449 sold 4/1920 HV 131 1791
4062 1919 2-10-2 R-1 Baldwin 52491 sold 4/1920 HV 132 1792
4063 1919 2-10-2 R-1 Baldwin 52492 sold 4/1920 HV 133 1793
4064 1919 2-10-2 R-1 Baldwin 52577 sold 4/1920 HV 134 1794
4065 1919 2-10-2 R-1 Baldwin 52578 sold 4/1920 HV 135 1795
4066 1919 2-10-2 R-1 Baldwin 52631 sold 4/1920 HV 136 1796
4067 1919 2-10-2 R-1 Baldwin 52668 sold 4/1920 HV 137 1797
4068 1919 2-10-2 R-1 Baldwin 52670 sold 4/1920 HV 138 1798
4069 1919 2-10-2 R-1 Baldwin 52671 sold 4/1920 HV 139 1799
4070 1919 2-10-2 R-1 Baldwin 52672 sold 4/1920 HV 140 1800
4071 1919 2-10-2 R-1 Baldwin 52673 sold 4/1920 HV 141 1801
4072 1919 2-10-2 R-1 Baldwin 52674 sold 5/1922 HV 142 1802
4073 1919 2-10-2 R-1 Baldwin 52675 sold 5/1922 HV 143 1803
4074 1919 2-10-2 R-1 Baldwin 52705 sold 5/1922 HV 144 1804
4075 1919 2-10-2 R-1 Baldwin 52706 sold 5/1922 HV 145 1805




...................









.GE LS-E25A electric pushers.
Built 1922
       Rostered 1922 - 1949


                                                             Frank Evans Collection, used with permission.              Photographer unknown.



                                                                                                                                              Photographer unknown.
The first non-steam locomotives on the LV arrived in 1922 in the form of five electric pushers. They were 100% electric powered, and were the only 100% electric motive power ever owned by the LV. They were built by GE, were 42" gauge, and spent their entire careers pushing coal hoppers alongside ships, for unloading, at the LV's Claremont Terminal alongside the Hudson River in Jersey City.14
LV class B-2E, they were listed at 500hp, and drew 250 volts DC from an inside third rail, which powered two 250hp electric traction motors providing 12,500 lbs tractive effort through 33" wheels, at 8mph maximum speed. GE class LS2E25A. All five are listed as scrapped January 23, 1949, which might be their retirement date.14
Road No. Year Blt. Type Class Builder b/n Notes
10 1922 Electric pusher B-2E GE 8737 scrapped 1949 1849
11 1922 Electric pusher B-2E GE 8738 scrapped 1949 1850
12 1922 Electric pusher B-2E GE 8739 scrapped 1949 1851
13 1922 Electric pusher B-2E GE 8740 scrapped 1949 1852
14 1922 Electric pusher B-2E GE 8741 scrapped 1949 1853


...........................................................................................








Gas/Electric "Doodlebug" Railcars
           Built 1923 - 1928
       Rostered 1923 - 1952


LV 10 - Joe Testagrose photo, used with permission from North East Rails.


The first non-steam power that actually ran out on the mainline (as opposed to the electric pushers, discussed in the last section, above) were the gas-electric "doodlebug" railcars, the first of which arrived on the LV in 1923. These railcars were designed to be a cheaper alternative to "small" passenger trains, to run on the more lightly-used branch lines, and to bring passengers from the more remote parts of the LV system out to the mainline where they could connect to the longer distance trains.

The LV rostered a total of twenty eight gas-electric railcars. (plus two RDC's, discussed in their own section below) The gas-electric doodlebugs were built between 1923 and 1928, by several different manufacturers, and served with the railroad for almost 30 years, the last one being scrapped in 1952.14



LV 5 - used with permission from North East Rails.
One of the early Brill cars.
Road No. Year Blt. Type Builder Body b/n Notes
3 Late 1923 Gas-Electric Railcar Brill Brill 21877 Sold to Tenn RR, 2/1934 1859
4 8/1925 Gas-Electric Railcar Brill Brill 22218 Rebuilt to trailer T54, 1928 1860
5 2/1927 Gas-Electric Railcar Brill Brill 22563 Sold 4Feb1938 to ARR 115, Re#215 1861
10 11/1930 Gas-Electric Railcar EMC OsBr EMC 456 scrapped 1952 1862
11 11/1930 Gas-Electric Railcar EMC OsBr EMC 457 scrapped 12/29/1950 1863
14 11/1926 Gas-Electric Railcar EMC StLCr EMC 369 ex B&O #6006, to LV in 1929, sold to Sperry Rail #123, 2/28/1936 1864
15 11/1926 Gas-Electric Railcar EMC StLCr EMC 363 ex B&O #6007, to LV in 1928, sold to Sperry Rail #128, 3/31/1939 1865
16 8/1929 Gas-Electric Railcar EMC OsBr EMC 370 scrapped 9/28/1951 1866
17 8/1929 Gas-Electric Railcar EMC OsBr EMC 371 streamlined 1938, scrapped 1/31/1951 1867
18 3/1928 Gas-Electric Railcar EMC OsBr EMC 266 sold for scrap 11/7/1952 1868
19 3/1928 Gas-Electric Railcar EMC Beth EMC 265 sold for scrap 11/2/1951 1869
20 6/1927 Gas-Electric Railcar EMC StLCr EMC 241 sold to Sperry Rail #124, 1/30/1937 1870
21 1/1927 Gas-Electric Railcar EMC OsBr EMC 191 sold for scrap 11/2/1951 1871
22 1/1927 Gas-Electric Railcar EMC OsBr EMC 192 sold for scrap 11/2/1951 1872
23 1/1927 Gas-Electric Railcar EMC OsBr EMC 193 scrap 7/19/1948 1873
24 1/1927 Gas-Electric Railcar EMC OsBr EMC 194 sold to Apalachicola Northern #24, 1937 1874
25 11/1925 Gas-Electric Railcar EMC StLCr EMC 132 scrap 9/6/1947 1875
26 11/1925 Gas-Electric Railcar EMC StLCr EMC 135 sold to Sperry Rail #125, 1/9/1937 1876
27 11/1925 Gas-Electric Railcar EMC StLCr EMC 134 sold to Sperry Rail #131, 11/1/1940 1877
28 11/1925 Gas-Electric Railcar EMC StLCr EMC 136 sold to Sperry Rail #130, 2/6/1940 1878
29 11/1925 Gas-Electric Railcar EMC StLCr EMC 133 sold to Sperry Rail #129, 4/13/1939 1879
30 12/1926 Gas-Electric Railcar Brill Brill 22423 scrapped 6/9/1945 1880
31 11/1926 Gas-Electric Railcar Brill Brill 22424 scrapped 4/30/1945 1881
32 12/1926 Gas-Electric Railcar Brill Brill 22426 scrapped 5/7/1945 1882
33 12/1926 Gas-Electric Railcar Brill Brill 22425 scrapped 1/16/1940 1883
34 5/1927 Gas-Electric Railcar Brill Brill 22427 scrapped 10/16/1950 1884
35 8/1927 Gas-Electric Railcar Brill Brill 22428 scrapped 5/31/1945 1885
36 5/1928 Gas-Electric Railcar Brill Brill 22619 scrapped 10/20/1948 1886


OsBr = Osgood Bradley
StLCr = St. Louis Car
Beth = Bethlehem Steel

In 2003, Seven LV doodlebugs still survived, being owned and operated by Sperry Rail Services;

LV 14 - to Sperry 123
LV 15 - to Sperry 128
LV 20 - to Sperry 124
LV 26 - to Sperry 125
LV 27 - to Sperry 131
LV 28 - to Sperry 130
LV 29 - to Sperry 129

Twelve years later, when this webpage is being written in 2015, their current status is unknown.
see the LV survivors page for more details.
...................









.
4-8-2  Mountain
            Built 1924 - 1925
  Rostered 1924 - 1948


LV 5000, Class S-1, Baldwin Builders Photo, 1924  


In 1924 and 1925 the LV ordered six 4-8-2 Mountain type locomotives from Alco. Numbers 5000 to 5005, S-1 Class. At this time both Baldwin and Alco were experimenting with three cylinder locomotives, and the LV's six 4-8-2's were built new as three cylinder locomotives. They had a third full-size cylinder mounted inbetween the two traditional cylinders, attached with a driving rod to the center of one of the driver axles. The third cylinder is not easily visible from normal camera angles, but some photos taken of the front pilot area do show it. (a good photo showing the 3rd cylinder can be seen on page xx of the book archerxxxxxxxxxxxxxx)

It is often written that the three cylinder concept was "not sucessful", however the LV's six Mountains operated with their three cylinders for fourteen years! That could be considered success. However they were perhaps not as efficient as later locomotives, and the LV did eventually rebuild them in 1939, removing the third cylinder and converting them to more traditional two cylinder locomotives. Upon the rebuild the locomotives kept their road numbers, but were reclassified from S-1 class to S-2 class. These six locomotives were the only members of the LV's S-class.

The six Mountains can be easily identified in their original S-1 class configuration versus their rebuilt S-2 state. The primary purpose of the 1939 rebuilding was the removal of the center third cylinder and a conversion to two cylinder operation, recieving new, larger outside cylinders. The third cylinder however is the least outwardly visable of the changes. In addition to the cylinder changes the locomotives all recieved brand-new pilots, with steps leading from the pilot up to the walkways, and new large handrails on the front of the locomotives, from the pilot deck up alongside the smokebox. These features are present in the rebuilt S-2 state and absent in the original S-1 state.

The LV's Mountains operated until December 1948, when all six were retired together, and scrapped.



                                                                         LV 5000, Class S-2                                     Photographer unknown.



                                                                             LV 5000, Class S-2                                   Photographer unknown.




                                                                              LV 5001, Class S-1                                Photographer unknown.



                                                                              LV 5002, Class S-1                                Photographer unknown.



                                                                             LV 5004, Class S-1                                  Photographer unknown.



                                                                              LV 5004, Class S-2                                  Photographer unknown.



                                                                                         LV 5005, Class S-2                                   Photographer unknown
Road No. Year Blt. Type Class Builder b/n Notes
5000 1924 4-8-2 S-1 and S-2 Alco 64801 scrap 12/1948 1806
5001 1925 4-8-2 S-1 and S-2 Alco 66102 ret./1948 1807
5002 1925 4-8-2 S-1 and S-2 Alco 66103 ret./1948 1808
5003 1925 4-8-2 S-1 and S-2 Alco 66104 ret./1948 1809
5004 1925 4-8-2 S-1 and S-2 Alco 66105 ret./1948 1810
5005 1925 4-8-2 S-1 and S-2 Alco 66106 ret./1948 1811


............................................................................................








Diesel Boxcabs
(The Diesel invasion begins!)
            Built 1924 - 1927
  Rostered 1926 - 1951


LV 100 - AGEIR builders photo.

The diesel era began on the Lehigh Valley on January 7, 1926, with the arrival of the LV's first Diesel-Electric boxcab, number 100.14  Number 100 was the 5th AGEIR boxcab built, having been built in late 1924. It is believed the locomotive was used as a demonstrator through 1925, before being sold to the LV in early 1926.14  AGEIR stands for Alco - General Electric - Ingersoll Rand, who were the three companys who worked together to build the early diesel boxcabs.

The LV rostered a total of three Diesel boxcabs, numbers 100, 99, and 125/101, built between 1924 and 1927. They served with the LV for about 24 years, the last one being scrapped in 1951.14



                                                               LV 100.  Frank Evans Collection.                            Photographer unknown



                                                                                     LV 99.                                              Photographer unknown



                    LV 125.  Frank Evans Collection.   LVRR company photo.                 
Photo taken at the McIntosh & Seymour engine plant, Auburn, NY, 1927.



#101 - 1947 - Communipaw, NJ
H. N. Proctor collection
Used with permision from Philip M.Goldstein:  BRONX TERMINAL / EAST 149TH STREET


LV 101 was the rebuilt LV 125.
"Brill boxcab 125 ordered 1/26, and delivered 20Jun27 with McIntosh & Seymour 12V16 8" by 9 1/2" diesel engine, and GE electrical (hence GE serial). Proved unsatisfactory and stored until sent to Alco at Schenctady, it was rebuilt 7-8/31 with M&S designed Alco 330 (9 1/2" by 10 1/2") diesel engine on order number X349 and outshopped with new r/n 101 (not rennumbured in 1938 as some sources claim). Weight decreased two tons in rebuilding. Retired 16Apr51 and scrapped at Sayre. Bethlehem Steel proposed rebuilding 101/125 into a centercab in 1931." 14


Disposition of the LV's first diesel, number 100:
"Diesel electric locomotive #100, 300 H.P. scrapped 12-15-47. It was 22 years old and in need of repairs totaling $8,526.06. Out of service at Oak Island Oct. 20, 1947; had a cut crank shaft and had been used on light jobs. Had minor overhauling in 1944. Order was to "keep it going until it plays out. It has now come to that point." Properly taken care and drained. Engine was obsolete and had been out of service six months in 1945 awaiting parts." 16


Disposition of locomotive #99:
"Diesel electric locomotive #99 scrapped Sept. 22, 1947. AFE note: "This locomotive is 22 years old and in need of repairs estimated to cost $9,977.25 which is prohibitive. Recommend dismantling." 16

 
Road No. Year Blt. Type Class Builder b/n Notes
100 1924 AGEIR Boxcab BB-1 AGEIR 65981/96838 LV's first diesel! Scrapped 12/15/1947 at Sayre 1887
101/125 1924 AGEIR Boxcab BB-1 AGEIR 22343/10084 125 is the rebuilt 101. retired/scrapped 1951 1888
99 1926 AGEIR Boxcab BB-1 AGEIR 66680/10028 scrapped 9/22/1947 in Sayre 1889




...................








Mack Gas-Electrics
            Built 1929 - 1930
  Rostered 1929 - 1946


                                                                 LV 51.  Frank Evans Collection.                            Photographer unknown


 In 1929 and 1930 more gas/electrics arrived, in the form of three Mack switchers. The gas-electric locomotives worked on a similar principal to the diesels: an internal combustion engine drives a generator which supplies electricity to traction motors. But gas-electrics used gasoline powered engines, while diesel-electrics used diesel engines.

The three Macks were built by the Mack International Motors company of Plainfield NJ. (the same company most famous for the "Mack Truck") Mack made the body of the locomotives and the gas engines, the electrical system and traction motors were supplied by GE.

The three Macks were originally LV numbers 110, 111, and 112. 110 and 111 were a "center cab" style, while 112 was a heavier "boxcab".  All three were renumbured in October 1938 to numbers 50, 51 and 52, to make room for new EMC SW switchers, who would become the new 110, 111 and 112 upon their delivery that year. The Macks served with the LV for seventeen years, then all three were retired in October 1946. They were then sold for scrap the following month to Rochester Iron & Steel.14

                                                               LV 110.  Frank Evans Collection.                            Photographer unknown



Used with permision from Philip M.Goldstein:  BRONX TERMINAL / EAST 149TH STREET



                                                                LV 52.  Frank Evans Collection.                            Photographer unknown



                                                                 LV 52.  Frank Evans Collection.                            Photographer unknown
Sayre PA, 1938


Road No. Year Blt. Type Class Builder b/n Notes
110
1929 45 ton gas-electric G-2E Mack 173001 ren 1938 to LV 50 - scrapped 1946 1854
111 1929 45 ton gas-electric G-2E Mack 173002 ren 1938 to LV 51 - scrapped 1946 1855
112 1930 60 ton gas-electric G-3E Mack 167001 ren 1938 to LV 52 - scrapped 1946 1856



...................







EMC Model 60 Boxcabs
            Gas-Electric - Built 1930
                    Rostered 1931 - 1953


LV 76, unknown photographer, G. Collora archives.
From the collection of Phillip M. Goldstein, used with permission.
From: BRONX TERMINAL / EAST 149TH STREET, by Philip M. Goldstein.



LV 76, November 1955, Bronx terminal.
S. Meyers photo, D. Keller archives.
From the collection of Phillip M. Goldstein, used with permission.
From: BRONX TERMINAL / EAST 149TH STREET, by Philip M. Goldstein.

The LV owned two EMC Model 60 Gas/Electric boxcabs. They were built by EMC (the predecessor to EMD) in 1930. Originally numbured 115 and 116, they were renumbured to 75 and 76 in 1940 to make room on the roster for the new SW1 No. 115 and HH660 No. 116.14

Road No. Year Blt. Type Class Builder b/n Notes
115:1 1930 EMC Model 60 BB-2 EMC 463
 ren 1940 to LV 75 - scrapped 1953 1857
116:1 1930 EMC Model 60 BB-2 EMC 464 ren 1940 to LV 76 - scrapped 1953 1858


...................









4-8-4  Wyoming
            Built 1931 - 1943
  Rostered 1931 - 1951


LV T-1 class 5101, Baldwin builders photo, 1932.

And now we come to the pinnacle of Steam Locomotive technology on the Lehigh Valley Railroad, the mighty 4-8-4 Wyomings. The LV rostered thirty seven of them.

4-8-4's are most commonly known as "Northerns", after the Northern Pacific railroad, who first rostered the type in 1926. However many Southern US railroads who began recieving 4-8-4's objected to the name "Northern", (the Civil War was only 70 years in the past, still within the memory of living people) and many southern railroads decided they would not use the "Northern" name, and instead would create their own names for their new 4-8-4's! This resulted in many, perhaps most, railroads who owned 4-8-4's giving them their own names, including railroads in the both the north and south. Individual railroad names in place of "Northern" included Dixie, Greenbrier, Niagara, Pocono, Potomac, Western, Wyoming, and others..

The LV chose to call their new 4-8-4's "Wyomings" after the Wyoming Valley of Pennsylvania, the Scranton-Wilkes Barre area, which was a region served by the LV, and was a coal region important to the early days of the railroad..
(Interesting trivia: the State of Wyoming is named after the Wyoming Valley of PA! Wyoming PA came first!)

The LV ordered one new 4-8-4 from both Baldwin and Alco in 1931. The plan was to test both, see if one was preferable to the other, then place a larger order. The LV must have been equally pleased with both however, and they placed an additional order for ten more from each builder the following year in 1932. This resulted in the LV's T-1 class, eleven locomotives from Baldwin, and the T-2 class, eleven locomotives from Alco.
T-1 class, Eleven Baldwin 4-8-4's, 1931 and 1932, LV 5100 - 5110


LV T-1 class 5100, Baldwin builders photo, 1931.



LV T-1 class 5100, Baldwin builders photo, 1931.

The LV's first two Wyomings, Baldwin number 5100 and Alco number 5200, both arrived new with prominant Elesco feedwater heaters over their brow. The remainder of the T-1 Baldwins did not have this feature, but the first six of the Alcos did.



LV T-1 class 5101, Baldwin builders photo, 1932, the second T-1.



LV T-1 class 5101, Baldwin builders photo, 1932



LV T-1 class 5101, Baldwin builders photo, 1932




T-2 class, Eleven Alco 4-8-4's, 1931 and 1932, LV 5200 - 5210


LV T-2 class 5200, Alco builders photo, 1931.

As discussed above, the LV's first two Wyomings, Baldwin number 5100 and Alco number 5200, both arrived new with the Elesco feedwater heaters. Only number 5100 of the T-1 class had this feature, the remaining ten T-1's did not. However the first six of the T-2 class Alcos, numbers 5200 to 5205 had them. For a total of seven out of 37 Wyomings with the feedwater heater, about 20% of the roster. 80% did not have the feedwater heater, including all of the T-3 class and all of the T-2b class.



                                                                                 LV T-2 class, No. 5203.                         Photographer unknown.



                                                                           LV T-2 class, No. 5204.                              Photographer unknown.



                                                                            LV T-2 class, No. 5204.                              Photographer unknown.




LV T-2 class, No. 5206, Alco builders photo, 1932.




T-3 class, Five Baldwin 4-8-4's, 1934 and 1935, LV 5125 - 5129


LV T-3 class 5126, Baldwin builders photo, 1934.

Two years after recieving the twenty two T-1's and T-2's, the LV still needed additional new locomotives. Another order was placed with Baldwin in 1934 for five more 4-8-4's. These five had larger 77" drivers, (the rest of the Wyomings had 70" drivers) and were configured to be "dual service" locomotives, and could be used as passenger locomotives if needed. There are several known photos of T-3 Wyomings pulling LV passenger trains, including the Black Diamond Express. However their primary function was freight. These five T-3's could perhaps be considered the most modern steam locomotives ever owned by the LV, even though one more class was yet to come.

LV T-3 class, No. 5126, Baldwin builders photo, 1934



LV T-3 class, No. 5126, Baldwin builders photo, 1934



LV T-3 class, No. 5129, Baldwin builders photo, 1935.



LV T-3 class, No. 5129, Baldwin builders photo, 1935.



                                                       LV T-3 class, No. 5127, with a passenger train!                  Photographer unknown.



                                                                            LV T-3 class, No. 5128.                              Photographer unknown.




T-2b class, Ten Alco 4-8-4's, 1943, LV 5211 - 5220

The fourth, and final class of 4-8-4 Wyomings on the LV, and the LV's very last steam locomotives, were the T-2b class of 1943. Nine years after the T-3's, the LV was at the height of WWII heavy traffic, and new power was once again necessary. Government restrictions during WWII meant that the locomotive manufacturers were prevented from spending resources on new designs, and instead the LV had to accept ten new locomotives in 1943 that were virtually identical clones of the T-2 class of 1932, ten years earlier! These new T-2b's were still perfectly fine and capable locomotives, just not "the latest and greatest." Because they were so similar to the earlier T-2 class, the LV gave them class T-2b, a very similar, if not 100% identical "sub class" of the T-2's.



                                                            LV T-2b class, No. 5213, Sayre Pa.                             Photographer unknown.



LV T-2b class, No. 5218, in color!
Union, NJ, July 1950.
Photo by John Dziobko Jr., used with permission.



                                                             LV T-2b class, No. 5219, Sayre Pa.                           Photographer unknown.
LV T-2b class, No. 5220, the LV's last steam locomotive.
Alco builders photo, 1943.




                                              LV T-2b class, No. 5220, the LV's last steam locomotive.         Photographer unknown.
Road No. Year Blt. Type Class Builder b/n Notes
5100 1931 4-8-4 T-1 Baldwin 61615 scrap 4/1950 1812
5101 1932 4-8-4 T-1 Baldwin 61672 scrap /1950 1813
5102 1932 4-8-4 T-1 Baldwin 61673 scrap /1950 1814
5103 1932 4-8-4 T-1 Baldwin 61674 scrap /1950 1815
5104 1932 4-8-4 T-1 Baldwin 61675 scrap /1950 1816
5105 1932 4-8-4 T-1 Baldwin 61676 scrap /1950 1817
5106 1932 4-8-4 T-1 Baldwin 61677 scrap /1950 1818
5107 1932 4-8-4 T-1 Baldwin 61678 scrap /1950 1819
5108 1932 4-8-4 T-1 Baldwin 61679 scrap /1950 1820
5109 1932 4-8-4 T-1 Baldwin 61680 scrap /1950 1821
5110 1932 4-8-4 T-1 Baldwin 61681 scrap /1950 1822
5200 1931 4-8-4 T-2 Alco 68546 scrap /1951 1823
5201 1932 4-8-4 T-2 Alco 68610 scrap /1951 1824
5202 1932 4-8-4 T-2 Alco 68611 scrap /1951 1825
5203 1932 4-8-4 T-2 Alco 68612 scrap /1951 1826
5204 1932 4-8-4 T-2 Alco 68613 scrap /1951 1827
5205 1932 4-8-4 T-2 Alco 68614 scrap /1951 1828
5206 1932 4-8-4 T-2 Alco 68615 scrap /1951 1829
5207 1932 4-8-4 T-2 Alco 68616 scrap /1951 1830
5208 1932 4-8-4 T-2 Alco 68617 scrap /1951 1831
5209 1932 4-8-4 T-2 Alco 68618 scrap /1951 1832
5210 1932 4-8-4 T-2 Alco 68619 scrap /1951 1833
5125 1934 4-8-4 T-3 Baldwin 61808 scrap /1951 1834
5126 1934 4-8-4 T-3 Baldwin 61809 scrap /1951 1835
5127 1934 4-8-4 T-3 Baldwin 61810 scrap /1951 1836
5128 1934 4-8-4 T-3 Baldwin 61811 scrap /1951 1837
5129 1934 4-8-4 T-3 Baldwin 61812 scrap /1951 1838
5211 1943 4-8-4 T-2b Alco 70839 scrap /1952 1839
5212 1943 4-8-4 T-2b Alco 70840 scrap /1952 1840
5213 1943 4-8-4 T-2b Alco 70841 scrap /1952 1841
5214 1943 4-8-4 T-2b Alco 70842 scrap /1952 1842
5215 1943 4-8-4 T-2b Alco 70843 scrap /1952 1843
5216 1943 4-8-4 T-2b Alco 70844 scrap /1952 1844
5217 1943 4-8-4 T-2b Alco 70845 scrap /1952 1845
5218 1943 4-8-4 T-2b Alco 70846 scrap /1952 1846
5219 1943 4-8-4 T-2b Alco 70847 scrap /1952 1847
5220 1943 4-8-4 T-2b Alco 70848 scrap /1952 1848


And that brings us to the very end of the Steam era on the LV! The 4-8-4 Wyomings, the remainder of the Mikados, Ten-wheelers and Pacifics, all served admirably during WWII, but their days would soon come to an end. The LV, like all railroads, had been slowly buying diesels through the 1920's, 30's and 40's, but they were for the most part diesel switchers. The reign of the Steam Locomotive in mainline freight and passenger use was mostly unchallenged until the end of WWII.

But immediately after WWII, in 1945, the LV bought its first "Road Diesels", the EMD FT's. More F-units and Alco FA's quickly arrived, then the Alco PA passenger diesels in 1948, and by 1951 the era of the steam locomotive came to a quick close. After performing her daily tasks on September 14, 1951, LV Mikado number 432 dropped her fire, for the last time, in Delano, PA. She was the very last of 1,848 LV steam locomotives to operate, ending nearly 100 years of steam power on the Lehigh Valley Railroad. Here is that last survivor, Mikado Number 432:




Most of the 4-8-4 Wyomings were retired in 1948 when twenty new EMD F3's and twenty Alco FA's arrived on the roster, a few Wyomings operated up to 1950, and one was offered by the LV to Sayre, to display in Desmond Street park, right across from the LV's Sayre passenger station! Sayre said "no thanks, we dont want it", and the locomotive went to scrap with all the rest. Some of the T-2b's operated for only five years! and all T-2b's were scrapped at less than nine years of age. They were not at all "past their prime", in fact, they were just getting started! and they could have gone on to serve for many more decades! but they "died young" simply because they were born late..the Diesel onslaught had arrived. The last group of LV 4-8-4's were scrapped in 1952.

Over the course of nearly a Century, 1853 to 1951, the LV rostered and operated 1,844 steam locomotives!2  See the last section at the bottom of this page for a break-down of the roster, and some interesting trivia on the locomotive fleet. Sadly, not one single LV steam locomotive survived the scrappers torch.

Some notes on LV 4-8-4 Classifications:
In this roster I am using only the four well-known LV Wyoming classes, T-1, T-2. T-3, and T-2b. These four are undisputed. The "b" in T-2b is simply because they were a "sub-class" of the earlier T-2 class, as discussed above. The "b" in T-2b did *not* mean "booster"..and in fact, the T-2b's were not equipped with tender boosters at all.

However, there are some other LV 4-8-4 classifications "out there" in the world. Some on-line rosters list the additional "sub classes" of T-1a, T-1b, and T-2a. The T-1a and T-1b classs are said to designate booster equipped T-1's from non-booster equipped T-1's..The "b" in this case would stand for "booster". And in the same way, the T-2a would be a "non-booster" T-2, while a T-2b (when there is also a T-2a) would mean a "booster equipped" T-2. ALL of the T-1 and T-2 class locomotives did have tender boosters when new. (and none of the T-3's or T-2b's had boosters when new) It is possible that later in their careers some lost their boosters, and others had different boosters applied..So a T-1a, T-1b, T-2a, T-2b is possible..but, there are no actual LV rosters that show the use of the T-1a, T-1b, and T-2a classes. One of the primary sources of this roster is source number 11:

11. Official LVRR 1905 to 1952 Steam roster data. Records compiled and kept by the LV.
A 97 page list, an actual LVRR document, that chronicles the 1905 renumburing, what locomotives were renumbured, old and new numbers, etc, and it was also updated as new locomotives came along. It is essentially the LV's own record of its steam locomotive roster from 1905 to the end of steam in 1952! an amazing resource.. This list was shared by John Wilkes Rendle for this project, (yes, he is named after the LV passenger train! :) and it is from the collection of his father, Wade F. "Spike" Rendle. Wade was a LV employee, and saved the list from the Sayre Shops when the shops closed down. Thank you Wade and John!

This is the LV's own document! compiled and kept by the railroad. On this document, the LV itself lists the four Wyoming classes as only T-1, T-2. T-3, and T-2b. there is no mention of T-1a, T-1b, and T-2a subclasses. The only place that T-1a, T-1b, and T-2a appear are modern on-line sources, I have never seen a printed source that mentions them. So "when in doubt" I am going with what the LV itself said. If anyone can shed any light on these mysterious T-1a, T-1b, and T-2a subclasses, I would like to hear about it! They are either simply mistakes, internet inventions, or there might yet be more to learn about the history of the LV Wyomings.

The LV's electric pushers last operated in 1949, the last LV Steam locomotive operated in 1951, and the last LV Gas-Electric operated in 1953. From 1953 to 1976, the final 23 years, the LV would be a "diesel only" railroad. From this point on, the roster is all diesels.


...................








Alco HH300
Built 1931
       Rostered 1931 - 1953


Alco builders photo, 1931.



                                                                                                                                                                                             Photographer unknown.


Alco magazine advertisement, 1932.


The LV's first "traditional" end-cab switchers (as opposed to the diesel boxcabs) were two primordial Alco switchers, LV 102 and 103, model HH300, built new as Alco demonstrators in 1931, then sold to the LV in 1931 and 1932.14

Only seven HH300's were built by Alco, and the LV's two were the first two built.15

102 was sold to General Crushed Stone in Leroy, NY in 1953, then retired by them in 1956, and scrapped in 1957.14
103 was retired by the LV and scrapped on July 31, 1950.14, 16.
Disposition of locomotive 103:
"Diesel electric locomotive #103 scrapped 7-31-50. Note on AFE: "Locomotive #103 was built in 1932 by American Locomotive Company, is obsolete type and unable to obtain replacement parts. This locomotive now requires overhaul that is expected to cost at least $25,000. Recommend dismantling."" 16

Although both units operated with the LV for about 20 years, photos of them are very rare. They likely operated the majority of their careers in their original paintscheme of Black paint with white lettering, which was the first LV diesel scheme. It is known that 102 did receive a 2nd scheme of "Cornell Red with three black stripes".19


Road No. Year Blt. Type Class Builder b/n Notes
102 1931 Alco HH300
 BB-3 Alco 68593
 ren 1940 to LV 75 - scrapped 1953 1890
103 1931 Alco HH300 BB-3 Alco 68602 ren 1940 to LV 76 - scrapped 1953 1891



...................







Alco HH600
Built 1932
       Rostered 1932 - 1963
                                                                                                                                                                                           Photographer unknown.

The LV owned one Alco HH 600 switcher, number 105, which arrived new in 1932.

105 was built July 8, 1932, and was Alco demonstrator number 601 for a few months, until being sold to the LV on December 24, 1932. Retired on December 3 1962, and scrapped in October 1963 at Sayre. Alco order number S1728.14

105 was delivered to the LV in the standard, for the time, solid black with white lettering paint scheme. (all switchers were delivered in this B&W scheme until 1938, and the LV's first road diesels arrived in 1945, in Cornell Red.)
                                                                                                                                                                                                                      

Then later, in 1939 or 1940, LV 105 was given a "one-off" unique paint scheme! applied only to 105, and never duplicated on any other locomotive. There are no known color photos of this scheme, and only two known B&W photos. The two B&W photos are below:

Martin S. Zak collection, used with permission. Date, location and photographer unknown.



                                                                                                                                                              Date, location and photographer unknown.

This paintscheme was essentially lost to history for many decades, and was virtually unknown among LV fans until a forum post by "Golden-Arm" in 2006 brought the scheme back out into the open:

Link to discussion on railroad.net LV forum.

"Golden-Arm" recieved information from Richard Jahn about the likely colors of this scheme:

"A quick update, courtesy of Richard Jahn, LV photographer extraordinaire. Rich told me this unit was painted specifically to match the color scheme of the John Wilkes, and the Black Diamond, streamlined locomotives. Red, black and brushed aluminum are the colors, he says I am seeing, in the B&W pic, from Stecklers excellent book. He is unaware of any color picture of this one-off paint scheme, so if anyone can find one, please be kind, and share! This loco was based at Buffalo Terminal, and was responsible for building the trains, of that era. I can estimate the colors now, using the LV streamlined locos, as a color guide, but would still enjoy seeing the "real-deal", for my own satisfaction. Thanks to anyone who's putting forth the effort"
- quote by "Golden-Arm", from the forum thread linked above.

The front and the roof were in Red, the main body, frame and trucks in black, and the stripes and lettering in aluminum!
It is currently unknown how long the 105 wore this special scheme, but it was probably only as long as the streamlined pacifics wore their 1939 and 1940 colors. Probaly only the 1940 to 1945 timeframe. The 105 then recieved her third and final paintscheme, the standard (after 1945) scheme of Cornell Red with three black stripes.

                                                                                                                                                                                                            Sayre PA, Photographer unknown.


Road No. Year Blt. Type Class Builder b/n Notes
105 1932 Alco HH600
 BB-4 Alco 68607
 retired December 3, 1962 - scrapped 10/1963 at Sayre.14 1892



.






LV Switcher Paint Schemes
Before we get to the next group of switchers, the EMC SW's, this would be a good place to talk about early LV Diesel switcher paintschemes. The paintschemes of LV Road diesels, from the EMD FT's of 1945 to the U23B's of 1974, are well documented and well understood. However the early diesel switchers are less documented. The LV's diesel switchers came in four main paintschemes, and most switchers wore more than one scheme during their career:

1. Black paint with white lettering, the first diesel scheme, only applied to switchers.
2. The "Pre War" scheme of Red, black and yellow, also applied only to switchers.
3. The standard scheme of 1945 to 1964, "Cornell Red with three black stripes", applied to switchers and road units.

The three schemes above were applied by the factory to new units by Alco, Baldwin, EMD and GE.

4. Techncially a "switcher scheme", although only applied to one unit, was the scheme on Alco HH600 number 105, as seen in the section above. But the first four schemes were "official" schemes applied to many units. applied to 105 around 1940.

5. LV Tuscan repaints. Applied at Sayre to switchers and road units from 1963 to about 1971.

6. The final scheme, variations on LV Red repaints with yellow lettering, 1971 to 1976, painted at the Sayre shops. also applied to both switchers and road units. Not totally standardized, but mostly red with yellow lettering, with variations in logo and flag placement.
1. Black & White scheme, 1926 to 1937.


Alco builders photo, 1931.

This scheme was applied to all switchers (and only switchers) for the first decade of the diesel era,  from the LV's first diesel, Boxcab number 100 of 1926, to the first two EMC SW's delivered in 1937. This is the same basic color scheme also used on LV steam locomotives of the same era. Thirteen units wore this scheme, (eleven diesels, and two gas-electric boxcabs) all of them recieved this scheme new from the factory. There are no known color photos of this scheme.

Boxcabs number 100, 99 and 125
Mack switchers number 110, 111 and 112
Gas-electric boxcabs number 115 and 116
Alco HH300 number 102 and 103
Alco HH600 105
EMC SW number 106 and 107.
2. "Pre War scheme", 1938 to 1945


EMC builders photo, 1939, digitally colorized by Scot Lawrence
This scheme was also applied only to switchers, no road units. Commonly called the "Pre-War scheme" because it was used just prior to WWII, it should be noted that the B&W scheme was also "pre-war"! ;) This is a beautiful paint scheme, Red, Grey and Yellow, the first use of color on LV diesels, and it will be recreated on a real LV locomotive soon! LV SW1 number 112, the oldest surviving LV locomotive, will be repainted in this scheme soon. (I will update this page when that happens!)

The first two EMC SW switchers, numbers 106 and 107, arrived new in early 1938 in the "Black & White" scheme, and also had "Route of the Black Diamond" on them, (the only diesels with that slogan, see this page for more info.)
However, 106 and 107 were only the first two units of a six-unit order! The remaining four SW's, number 108, 109, 110 and 111, arrived after July 1938 as the first units in this new colorful "Pre War" scheme.

Forty three LV switchers were delievered new in this scheme between 1938 and 1945?: ******

The last four of the six EMC SW's: 108, 109, 110:1, 111
All Eleven EMC NW1's: 120:1 through 130:1
The first four of the six SW1's: 112, 113, 114, 115
LV's one Alco HH660: 116
All three GE 44-tonners: 60, 61 and 62.
Fifteen of Sixteen Alco S2's: 150 through 164.
All five Baldwin VO1000's: 135 through 139.





3. "Cornell Red with 3 black stripes scheme", 1945 to 1964


(need photo)

The LV's first road diesels arrived in 1945, the EMD FT's. These units were the first the wear the LV's classic "Cornell Red with three black stripes" scheme. This scheme was the most common scheme of the LV's diesel era, applied to both new units from the factory, and Sayre repaints. It was the standard LV scheme for nearly 20 years, 1945 and 1964, and was applied to all new units painted at the factory, Sayre repaints, switchers and road units during that era. The last units to wear the scheme were the low-nose Alco RS11's of 1960, and the reign of this scheme ended in 1964 with the arrival of the C420 yellowjackets. Some of the original Black & White switchers were repainted into this scheme, and all of the "Pre-War scheme" switchers were repainted into this scheme.
...................






EMC SW
Built 1937
       Rostered 1937 - 1961


LV EMC SW No. 107. EMC builders photo, 1937.
The First EMC/EMD locomotives on the LV roster arrived in 1937 and 1938, with an order of six EMC model SW switchers. (EMC was Electro-Motive Corporation. General Motors bought EMC in 1930, but kept the EMC name. EMC became EMD, the Electro-Motive Division of General Motors, when GM changed the corporate structure and made it a division of GM in 1941. Locomotives built before 1941 are EMC, units built after 1941 are EMD.)

As discussed above, the first two SW's, numbers 106 and 107, arrived new in 1937 wearing the first LV diesel scheme, simple black paint with white lettering, but they also wore the "Route of the Black Diamond" slogan. 106 and 107 were the only locomotives to wear the slogan, see this page for more information on the "Route of the Black Diamond" slogan on rolling stock.



LV 107. Date, location and photographer unknown.

The remaining four SW's, number 108, 109, 110 and 111, arrived after July 1938 as the first units in the new colorful
"Pre War" switcher scheme.


LV 110 - Date, location and photographer unknown.


All six units later recieved the "Cornell Red with 3 black stripes" scheme.
The SW's were originally in Class BB4, and were later re-classed as DS2.14
Three SW's, 106:1, 107:1 and 110:1,  were traded in on SW900m's 106:2, 107:2, and 110:2.14
Road No. Year Blt. Model Class b/n Notes
106:1 8-1937 EMC SW
 BB4 / DS2
 695
 Traded in to EMD in 1956 for a SW900m.14 1893
107:1 8-1937 EMC SW BB4 / DS2 696
 Traded in to EMD in 1958 for a SW900m.14 1894
108 7-1938 EMC SW BB4 / DS2 748 Scrapped July 14, 1961.14 1895
109 10-1938 EMC SW BB4 / DS2 752 Scrapped June 30, 1961.14 1896
110:1 11-1938 EMC SW BB4 / DS2 753 Traded in to EMD in 1957 for a SW900m.14 1897
111
 12-1938
 EMC SW BB4 / DS2 754
 Scrapped July 14, 1961.14 1898



...................






EMC NW1
Built 1937
       Rostered 1937 - 1960


LV 125:1, photographer unknown, digitally colorized by Scot Lawrence.


The LV purchased eleven EMC NW1's in 1937 and 1938. All eleven were delivered new in the "Pre-War" scheme, and all were later repainted into Cornell Red with three black stripes.


LV 121:1, EMC builders photo, 1937.



LV 127:1, Photographer unknown, 1942.

The NW2's were originally classed BB5, and were later re-classed as DS5.14
Between 1953 and 1960 all eleven were traded-in to EMD for SW900m's.14

Road No. Year Blt. Model Class b/n Notes
120:1 12-1937 EMC NW1
 BB5 / DS5
 773
 Traded in to EMD for SW900m 120:2 .14 1899
121:1 12-1937 EMC NW1 BB5 / DS5 774 Traded in to EMD for SW900m 121:2 .14 1900
122:1 4-1938 EMC NW1
 BB5 / DS5 785 Traded in to EMD for SW900m 122:2 .14 1901
123:1 4-1938
 EMC NW1
 BB5 / DS5 786 Traded in to EMD for SW900m 123:2 .14 1902
124:1
 5-1938
 EMC NW1
 BB5 / DS5 783
 Traded in to EMD for SW900m 124:2 .14 1903
125:1
 5-1938
 EMC NW1
 BB5 / DS5 784
 Traded in to EMD for SW900m 125:2 .14 1904
126:1
 5-1938
 EMC NW1
 BB5 / DS5 781
 Traded in to EMD for SW900m 126:2 .14 1905
127:1
 5-1938
 EMC NW1
 BB5 / DS5 782
 Traded in to EMD for SW900m 127:2 .14 1906
128:1
 7-1938
 EMC NW1
 BB5 / DS5 787
 Traded in to EMD for SW900m 128:2 .14 1907
129:1
 8-1938
 EMC NW1
 BB5 / DS5 830
 Traded in to EMD for SW900m 129:2 .14 1908
130:1 9-1938
 EMC NW1
 BB5 / DS5 831
 Traded in to EMD for SW900m 130:2 .14 1909

We are now up to 1,909 individual locomotives on this roster, which is 86% of the total all-time LV roster, and not one single locomotive on this list, so far, is still existing today. With the next class of locomotives, the SW1's, we finally have the first survivor!
...................







EMC and EMD SW1
                Built 1939 - 1950
       Rostered 1939 - 1976


EMC Builders photo, 1939. Digitally colorized by Scot Lawrence

The LV's SW1's are notable members of the LV all-time roster for three reasons:
1. They are the oldest class of locomotives that survived to Conrail (two of them) in 1976.
2. One of the class, number 112, had the longest service life of any diesel with the LV, 38 years.
3. One of the class, number 112, is the oldest surviving LV locomotive today.

The LV owned Six EMC/EMD SW1's, built in 1939, 1940 and 1950. The first four came in 1939 and 1940, painted in the "Pre-War" scheme, and the final two came a decade later in 1950, delivered in the then-standard "Cornell Red with three black stripes" scheme.  LV 112 is the oldest surviving LV locomotive today.

Notes on this webpage wont go into deep detail on the full history of surviving locomotives, since that is recorded on another page: Much more detail on surviving LV locomotives can be found on the LVRR Survivors webpage.

The first four were originally class BB4, and were later reclassed as DS2. The last two were always class DS2.14



LV 115 - Newark NJ, March 2, 1940
Greg Gunshore Collection, used with permission.


Road No. Year Blt. Model Class b/n Notes
112 4/7/1939
 EMC SW1
 BB4 / DS2
 874
 Retired by the LV in early 1976, sold. still survives! 1910
113 2/10/1940 EMC SW1 BB4 / DS2 1020 Sold 10/69 to Precision Engineering Co., for scrap.14 1911
114 2/1940
 EMC SW1 BB4 / DS2 1021 Traded-in 8/65 on an Alco C62814, still survives! 1912
115:2 2/22/1940
 EMC SW1 BB4 / DS2 1022 Survived to become Conrail 8419, current status unknown. 1913
118 12/1950 EMD SW1 DS2 12212 Survived to become Conrail 8422, current status unknown. 1914
119
 12/1950
 EMD SW1 DS2 12213
 Retired Late 1974.14   still survives! 1915



...................








Alco HH660
Built 1939
       Rostered 1940 - 1963


LV 116 - Alco builders photo, 1940.

The LV rostered a total of Four Alco "High Hood" switchers: Two HH300's, one HH600, and one HH660. This is the fourth and last of the High Hoods, Alco HH660 number 116.

116 came to the LV in 1940 as a nearly new unit. She was built in September of 1939 and was initially sold to the Atlantic Coast Line railroad. However for some reason the ACL was dissatisifed with the unit and very quickly, within only a month or two, returned it to Alco, who then turned around and sold it to the LV on February 9, 1940. 116 then went on to serve 23 years with the LV, before being retired in 1962, and scrapped in 1963.14

116 was delivered in the "Pre War" scheme and was later repainted into the "Cornell Red with three black stripes" scheme. She was also originally class BB6, and was later re-classed to DS3.14



LV 116 - Photographer unknown.



LV 116, Sayre PA - Jack Koehler / Greg Gunshore collection, used with permission.



Road No. Year Blt. Model Class b/n Notes
116:2 9-1939 Alco HH660
 BB6 / DS3
 6907690976
  Retired 12/1962, Scrapped 10/31/1963 at Sayre.14 1916



...................







GE 44 ton
          Built 1941 - 1942
Rostered 1942 - 1964


LV 60, GE builders photo, 1941


The LV purchased three 44 ton switchers new from GE in 1941 and 1942, LV numbers 60, 61 and 62.

These were the smallest diesels ever owned by the LV, and they must have been too small for practical use, because two of the three were sold after only four years with the LV! 61 and 62 left the LV roster in 1946, after only four years of service. Number 60 however went on to serve 22 years with the LV, before being retired and sold in 1964.14

All three were built new in the "Pre War" scheme, and 61 and 62 must have been sold in that scheme. Number 60 however was around long enough to recieve the "Cornell Red with three black stripes" scheme.

The survivor status of 60 and 62 remains unknown to this day. (61 is confirmed scrapped.) However Number 60 was last seen in 1982, and number 62 was last seen in 1976!14  So it's 99% likely both are scrapped today, since they havent turned up for many decades. But it's still (very remotely) possible they might be hiding out in the world somewhere, not yet re-discovered.

Number 60 was originally class BB-7, but was later reclassed to DS1.14

LV 60 - Oak Island, NJ - April 1964
Jack Kohler / Greg Gunshore Collection, used with permission.


Road No. Year Blt. Model Class b/n Notes
60
 12/31/1941 GE 44 Ton
 BB-7 / DS1
 15033
  Sold 1964 to Acton Limestone Quarry, Ontario.14 1917
61
 2/14/1942
 GE 44 Ton BB-7 15034
 Sold 1946 to Rio Grande & Eagle Pass RR.14 1918
62
 8/2/1942
 GE 44 Ton BB-7 15035
 Sold 1946 to Warner Sand & Gravel, PA.14 1919


...................







Alco S2
          Built 1942 - 1949
Rostered 1942 - 1965


LV 158, photographer unknown.

The LV rostered a total of Sixteen Alco S2 switchers, Number 150 to 165, the second most numerous class of diesel switchers on the LV (after the SW8's). All were built new for the LV by Alco, and fifteen of the sixteen arrived new in the "Pre war" scheme, (all except the last one, built in 1949) All later wore the "Cornell Red with three black stripes" scheme.

The S2's had a fairly short service life on the LV. Five were scrapped in 1963, after only about 20 years of service, and the rest were gone from the LV by 1965. However many of them survived after leaving the LV and went on to second careers with the B&O and the South Buffalo.

Four LV Alco S2's still survive in 2016. Again, this all-time roster page won't contain the *full* disposition information for each unit. More detail can be found on the LV survivors webpage.



LV 150, Alco Builders photo, 1942.



LV 164 - Bethlehem PA - Jack Koehler / Greg Gunshore collection. - used with permission.


Road No. Year Blt. Model Class b/n Notes
150 8/1942 Alco S2
 BB8 / DS6
 69952
 Traded in to Alco in 1965 for C628's, then to B&O.14 1920
151
 8/1942 Alco S2 BB8 / DS6 69953 Sold 1965 to Striegel, then to SBRR.14 1921
152
 8/1942
 Alco S2 BB8 / DS6 69954 Scrapped at Sayre, March 1963.14 1922
153 10/1942 Alco S2 BB8 / DS6 69955 Traded in to Alco in 1965 for C628's, then to B&O.14 1923
154 10/1942
 Alco S2 BB8 / DS6 69956 Scrapped at Sayre,  March 1963.14 1924
155
 10/1943
 Alco S2 BB8 / DS6 69878
 Traded in to Alco in 1965 for C628's, then to B&O.14 1925
156
 11/1943
 Alco S2 BB8 / DS6 69879
 Traded in to Alco in 1965 for C628's.14 1926
157
 11/1943
 Alco S2 BB8 / DS6 69880
 Scrapped at Sayre, March 1963.14 1927
158
 11/1943
 Alco S2 BB8 / DS6 69881
 Traded in to Alco in 1965 for C628's.14 1928
159
 11/1943
 Alco S2 BB8 / DS6 69882
 Sold 1965 to Striegel, then to SBRR.14 1929
160
 11/1943
 Alco S2 BB8 / DS6 70067
 Scrapped at Sayre, March 1963.14 1930
161
 11/1943
 Alco S2 BB8 / DS6 70068
 Traded in to Alco in 1965 for C628's, then to B&O.14 1931
162
 3/1944
 Alco S2 BB8 / DS6 70069
 Traded in to Alco in 1965 for C628's, then to B&O.14 1932
163
 5/1944
 Alco S2 BB8 / DS6 70070
 Scrapped at Sayre, March 1963.14 1933
164
 5/1944
 Alco S2 BB8 / DS6 70071
 Sold 1965 to Striegel, then to SBRR.14 1934
165
 5/1949
 Alco S2 DS6 / AS10
 76764
 Sold 1965 to Striegel, then to SBRR.14 1935


...................







Baldwin VO-1000
Built 1944
        Rostered 1944 - 1969


LV 139, photographer unknown, Greg Robbins collection, used with permission.
Arguably the most "stylish" switchers on the LV roster were the five Baldwin VO-1000's of 1944. These were the first Baldwin diesels ordered by the LV, and they were also the last locomotives to be painted in the "Pre War" scheme. All five were delivered new in the Pre War scheme, and all five would later be repainted into Cornell Red with three black stripes.

LV 135, photographer unknown, Greg Robbins collection, used with permission.



LV 139, photographer unknown, Greg Robbins collection, used with permission.


Road No. Year Blt. Model Class b/n Notes
135 4/1944 VO-1000
 BB-8 70843
 Sold for scrap to Precision National, 4/5-1969.14 1936
136 4/1944 VO-1000 BB-8 70844 Scrapped at Sayre, Nov 6, 1964.14 1937
137 4/1944 VO-1000 BB-8 70845 Sold for scrap to Precision National, 4/5-1969.14 1938
138 4/1944 VO-1000 BB-8 70846 Sold for scrap to Precision National, 4/5-1969.14 1939
139 4/1944 VO-1000 BB-8 70847 Traded in to Alco Jan 31, 1967 for C628 No. 632.14 1940



...................







EMD FT
Built 1945
        Rostered 1945 - 1961


EMD promotional painting, 1945

Like most American Class-1 railroads of the time, the LV began to slowly dieselize in the 1920's and 30's, ordering relatively small amounts of diesel switchers through those two decades. However Steam locomotives on mainline freight and passenger trains were still unchallenged! and steam power was the driving force that got American railroads through the traffic surge of World War Two. However by January 1945 it was clear that the war was winding down, and Victory for the allies would soon come. By August 1945 the war would be over. War-time restrictions meant that the locomotive manufacurers were mostly prevented from using resources for R&D and mass-production of diesels, and "tried and true" steam locomotives were instead manufactured throughout the war years. But by January 1945 these restrictions were lifted, and the diesel invasion was unleashed!

The LV ordered its first Road Diesels in January 1945, in the form of EMD FT's. Eight total units; four A-units and four B-units, in two ABBA sets. For the first few years the LV did not use these units as "traditional" road units however! Instead they were used as pushers, pushing freight trains that still had a steam locomotive on the front end!16 However this duty was short-lived, as the LV went for full-scale dieselization beginning in 1948, and after steam was vanquished for good, the FT's began their "regular" career as road freight units.

The FT's originally were numbured 500, 501, 502 and 503 for the A-units, and 500B, 501B, 502B and 503B for the B-units. However by 1948 they were renumbured when the LV deceided to adopt an "Even for A-units" and "Odd for B-units" numburing scheme for all EMD and ALCO Freight cab units.14 (EMD F-units and Alco FA's were numbured this way, but the PA's were not, since there were no PB's)

The second numburing scheme for the FT's, after 1948, was 500, 502, 504 and 506 for the A-units, and 501, 503, 505 and 507 for the B-units. Number 500 was the only unit not renumbured.14

In addition to being the first Road Diesels on the LV, the FT's were also the first LV locomotives delivered in the new "Cornell Red with three black stripes" paintscheme, which would then become the standard LV paintscheme for nearly two decades, 1945 to 1964.



EMD promotional card, 1945.



EMD builders photo, 1945.



EMD builders photo, 1945. Colorized by Scot Lawrence



EMD builders photo, 1945.



"The Bombers" - Photographer unknown.


1st Road No. 2nd Road No. Year Blt. Model Class b/n Notes 1941
500 -
 1-1945 EMD FTA
 DF1 2695
 traded in to EMD 4/1960 on GP18's.14 1942
501:1 502:2
 1-1945 EMD FTA DF1 2696
 traded in to EMD 5/1959 on GP9's.14 1943
502:1
 504
 1-1945 EMD FTA DF1 2697
 traded in to EMD 4/1960 on GP18's.14 1944
503:1
 506:1
 1-1945 EMD FTA DF1 2698
 Scrapped at Sayre, 3/31/1961.14 1945
500B
 501:2
 1-1945 EMD FTB DF1 2699
 traded in to EMD 4/1960 on GP18's.14 1946
501B
 503:2
 1-1945 EMD FTB DF1 2700
 traded in to EMD 4/1960 on GP18's.14 1947
502B
 505:1
 1-1945 EMD FTB DF1 2701
 traded in to EMD 5/1959 on GP9's.14 1948
503B
 507:1
 1-1945 EMD FTB DF1 2702
 Scrapped at Sayre, 3/31/1961.14 1949


The FT's earned the nickname "bombers" when they first arrived at the end of WWII, because some said a quartet of FT's, pushing hard at the end of a train, with diesel engines throttled up and working hard, sounded like a brace of bomber jets approaching.
...................








Alco PA
Built 1948
        Rostered 1948 - 1965


LV 606, Sayre PA - photographer unknown. Colorized by Scot Lawrence.

The LV dieselized its passenger service in one clean swoop, by ordering fourteen Alco PA-1 diesels in the spring of 1948. Considered by many to be the most beautiful diesel model ever made, the sleek new Alcos rounded out the final decade of passenger service on the LV.

The last steam-powered edition of the Black Diamond Express operated on May 15, 1948, powered by non-streamlined pacific 2091. The following day, the new Alco PA passenger diesels took over. The Alco PA's led the majority of LV passenger trains through the 1950's, and up to the end of LV passenger service in 1961.

The PA's were the stylish image of LV passenger service through the decade of the 1950's. They were rebuilt between 1955 and 1958. Originally class DP1, they were later reclassified to AP20.14 They were delieved new in the "Cornell Red with three black stripes" scheme, and that was the only scheme they wore during their lifetimes.

The final run of the Black Diamond Express occured on May 11, 1959. The John Wilkes made its last run on February 3, 1961. And the following day, February 4, 1961, the final LV passenger trains made their last runs, the eastbound and westbound editions of the "Maple Leaf".  Both trains were delayed by a major snow storm that day. The westbound Maple Leaf got to Buffalo three hours late, and the eastbound Maple Leaf ended up being the last operating LV passenger train, crawling into the Newark NJ station that afternoon, running 8 hours late through the blizzard. The final train was led by Alco PA number 603. As if the blizzard and being 8 hours late wasn't enough, as a final indignity the PRR refused to take the LV cars into Penn station, as was the normal procedure, instead transferring the passengers to PRR cars for the final leg of the journey into Manhattan.18 At least the passengers made it, even if the Maple Leaf didn't.

Like the streamlined Pacifics they replaced, the Alco PA's also soldiered on for a few extra years after their passenger career was over by 1961, but also like the Pacifics, in far less glamorous freight service. Most of the PA's survived until 1963/'64, but only one made it to 1965. The last LV Alco PA, number 606, was traded in to Alco in late 1965, on a C628 order.14

The Alco PA era on the LV was short, only 17 years! but they remain a "fan favorite" to this day. Everyone who models the LV has at least one pair of PA's on their personal model railroad roster!

postcard - photographer unknown.


Road No. Year Blt. Model Class b/n Notes
601
 3/1948
 Alco PA1
 DP1 / AP20
 75458
 Sold to PRR Dec 7, 1964, who traded it in to Alco.14 1990
602
 3/1948
 Alco PA1 DP1 / AP20 75459
 Sold to PRR Dec 7, 1964, who traded it in to Alco.14 1991
603
 4/1948
 Alco PA1 DP1 / AP20 75460
 Scrapped at Sayre, April 17, 1963.14 1992
604
 4/1948 Alco PA1 DP1 / AP20 75461
 Scrapped at Sayre, October 4, 1963.14 1993
605
 4/1948
 Alco PA1 DP1 / AP20 75462
 Sold for scrap to Shulman (D) October 22, 1964.14 1994
606
 4/1948 Alco PA1 DP1 / AP20 75463
 Traded in to Alco late 1965 on C628's.14 1995
607
 4/1948 Alco PA1 DP1 / AP20 75775
 Sold for scrap to Shulman (D) June 9, 1964.14 1996
608
 4/1948 Alco PA1 DP1 / AP20 75776
 Scrapped at Sayre, June 19, 1963.14 1997
609
 4/1948 Alco PA1 DP1 / AP20 75777
 Scrapped at Sayre, November 16, 1963.14 1998
610
 4/1948 Alco PA1 DP1 / AP20 75778
 Scrapped at Sayre, May 22, 1963.14 1999
611
 4/1948 Alco PA1 DP1 / AP20 75779
 Sold for scrap to Shulman (D) November 22, 1964.14 2000
612
 4/1948 Alco PA1 DP1 / AP20 75780
 Scrapped at Sayre, July 13, 1963.14 2001
613
 5/1948 Alco PA1 DP1 / AP20 75781
 Sold to PRR Dec 7, 1964, who traded it in to Alco.14 2002
614
 5/1948
 Alco PA1 DP1 / AP20 75782
 Scrapped at Sayre, July 17, 1963.14 2003



...................








Baldwin DRS44-15
Built 1948
        Rostered 1948 - 1972


LV 200, Sayre PA - date and photographer unknown.
Greg Robbins collection, used with permission.
Number 200 arrived in late 1948, the LV's only Baldwin roadswitcher. Originally equipped with a steam generator! she was intended to be a dual-purpose passenger and freight locomotive for the lightly traveled upstate NY Auburn Division branch lines. She did serve in that role briefly, however after the RS2's and RS3's arrived a few years later, and the end of passenger service, Number 200 was demoted to yard switcher duty at Sayre, where she spent the majority of her career, never straying far from the Sayre shops who kept her running. She did have a long career however! (for a Baldwin) serving 24 years with the LV before being retired in 1971, and traded in on the GP38-2 order in 1972.14

Number 200 arrived new in the "Cornell Red with three black stripes" scheme, and was later given a fresh Tuscan scheme sometime in the 60's. She was originally class BB-9, and was later reclassed DRS1.14



LV 200, Sayre PA, date and photographer unknown.


Road No. Year Blt. Model Class b/n Notes
200
 11-1948 Baldwin DRS44-15
 BB-9 / DRS1
 73651
 Traded in to EMD 12/1972 on the GP38-2 order, scrapped at Pielet Bros.14 1949



...................







EMD F3
Built 1948
        Rostered 1948 - 1972
EMD promotional painting, 1948

The floodgates opened on full-scale mainline dieselization in 1948! (Although the FT's had arrived in 1945, there weren't enough of them to put an end to steam operations quite yet.) But in 1948 the LV went all-in, ordering 55 new diesels in 1948 alone! and an additional 115 new units through 1949, 1950 and 1951, making a total of 170 new diesel locomotives in the four years between 1948 and 1951, which put a final end to steam operations on the LV; the last steam locomotive operating on September 15, 1951.

The "Wyoming Killers", ending most mainline steam for freight, were a group of Twenty EMD F3's, and an additional Twenty Alco FA's, ordered in 1948. (And the Alco PA's also arrived in 1948, ending steam in passenger service.)

The LV ordered Twenty EMD F3's in 1948, ten A-units and ten B-units. A-units were even road numbers, B-units were odd. All arrived new in 1948, and all were upgraded to F7 standards in the 1950's, although they kept their road numbers and were still referred to as F3's. The majority were traded in or sold through the middle and late 1960's, although four B-units (and only F3B's!) made it into the 1970's:  519 and 525 were traded-in in 1971, and the final two of the class, 513 and 521, made it to December 1972 (along with two F7A's) before being traded-in on the GP38-2's.14

All F3's arrived new in the "Cornell Red with three blaack stripes" scheme, and a few made it into Tuscan in the 60's and early 70's. They were originally class DF2, and were later reclassed as EF15.14


Road No. Year Blt. Model Class b/n Notes
510:1 11-1948 EMD F3A
 DF2 / EF15
 8167
 Traded in to Alco, 11/1965, on C628's.14 1950
512:1
 11-1948 EMD F3A DF2 / EF15 8168 Sold to PECO (dealer) in late 1967 or early 1968.14 1951
514 11-1948 EMD F3A DF2 / EF15 8169
 Sold to PECO (dealer) in late 1967 or early 1968.14 1952
516
 11-1948 EMD F3A DF2 / EF15 8170
 Sold to PECO (dealer) in late 1967 or early 1968.14 1953
518 11-1948 EMD F3A DF2 / EF15 8171
 Sold to PECO (dealer) in late 1967 or early 1968.14 1954
520
 11-1948 EMD F3A DF2 / EF15 8172
 Traded in to Alco, 11/1965, on C628's.14 1955
522
 11-1948 EMD F3A DF2 / EF15 8173
 Sold to PECO (dealer) in late 1967 or early 1968.14 1956
524
 11-1948 EMD F3A DF2 / EF15 8174
 Sold to PECO (dealer) in late 1967 or early 1968.14 1957
526
 11-1948 EMD F3A DF2 / EF15 8175
 Sold to PRR, 12/1964, who then traded it in to EMD.14 1958
528
 11-1948 EMD F3A DF2 / EF15 8176
 Traded in to Alco, late 1964.14 1959
511:1
 11-1948 EMD F3B DF2 / EF15 8177
 Sold to PECO (dealer) in late 1967 or early 1968.14 1960
513:1
 11-1948 EMD F3B DF2 / EF15 8178
 Traded in to EMD, 12/1972, on GP38-2's.14 1961
515
 11-1948 EMD F3B DF2 / EF15 8179
 Sold to PECO (dealer) 12/1969.14 1962
517
 11-1948 EMD F3B DF2 / EF15 8180
 Traded in to Alco, 11/1965, on C628's.14 1963
519
 11-1948 EMD F3B DF2 / EF15 8181
 Traded in to EMD, 10/1971, on GP38AC's.14 1964
521
 11-1948 EMD F3B DF2 / EF15 8182
 Traded in to EMD, 12/1972, on GP38-2's.14 1965
523
 11-1948 EMD F3B DF2 / EF15 8183
 Sold to PECO (dealer) in late 1967 or early 1968.14 1966
525
 11-1948 EMD F3B DF2 / EF15 8184
 Traded in to EMD, 10/1971, on GP38AC's.14 1967
527
 11-1948 EMD F3B DF2 / EF15 8185
 Sold to PECO (dealer) in late 1967 or early 1968.14 1968
529
 11-1948 EMD F3B DF2 / EF15 8186
 Sold to PECO (dealer) 10/1968.14 1969



...................






Alco FA1
Built 1948
        Rostered 1948 - 1966


A beautiful ABBA set of LV Alco FA's leads a train east out of Sayre in 1960. In the lead is the "class unit" number 530.
Photo by Mac Owen, Joseph Testagrose collection. used with permission.


The LV is often consided an "Alco road"..It was well known for its Alco steam and diesels. (Even though in the end, EMD's did end up outnumbering Alco diesels on the LV roster.) When the LV was in the process of dieselizing in the late 1940's, it favored EMD and Alco fairly equally. In addition to the twenty EMD F3's listed above, the LV also ordered an equal amount of Alco's freight unit, the Alco FA-1. Also, like the F3's, ordering ten A-units and ten B-units.

The FA-1's arrived new in 1948, also wearing the (by then) standard LV scheme of Cornell Red with three black stripes.  Most of the FA's served their whole career in their original paintscheme, although a few did recieve Tuscan as their second paintscheme.

The FA's had a respectable career, but didnt last quite as long as their EMD counterparts. Four only lasted 12 years, being traded-in in 1960, over half were gone in 1964, and the remainder made it to 1966. (the FA2's were also all off the roster by 1966)

The FA1's were originally Class DF3, and were later reclassified as AF15. All twenty were rebuilt between 1956 and 1959 at Sayre or at Alco and upgraded to 1600hp.14

Road No. Year Blt. Model Class b/n Notes
530 10-1948 Alco FA1
 DF3 / AF15
 76261?
 Traded in to Alco 12/1964 on C420's.14 1970
532 10-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1971
534 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1972
536 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 3/1960 on RS11's.14 1973
538 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1974
540
 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1975
542
 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1976
544
 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 3/1960 on RS11's.14 1977
546
 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1978
548
 11-1948 Alco FA1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1979
531
 10-1948 Alco FB1 DF3 / AF15
Traded in to Alco L65-E/66 on C628's.14 1980
533
 10-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1981
535
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1982
537
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1983
539
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1984
541
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 3/1960 on RS11's.14 1985
543
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 3/1960 on RS11's.14 1986
545
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1987
547
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1988
549
 11-1948 Alco FB1 DF3 / AF15
Traded in to Alco 12/1964 on C420's.14 1989

exact builders numbers for the FA1's are uncertain, extra220 south repeats some xxxxxxxx
...................







Baldwin DS44-10
                 Built 1949 - 1950
        Rostered 1949 - 1974



The LV purchased its second batch of Baldwin switchers in 1949/1950, in the forum of nine DS44-10's. These units were among the last DS44-10's built. (The following year the LV would buy the earliest Baldwin S12's)

The nine DS44-10's served the LV well, operating through all of the 1950's and 1960's, and most surviving into the 70's. A few made it all the way to December 1974 and nearly recieved Conrail numbers on paper, but didnt make it to Conrail in the end, instead being traded-in on the U-boats. (No LV Baldwins made it to Conrail.)

An interesting roster note for a few of the DS44-10's and the S12's: A few of these Baldwins recieved new road numbers! Some of them (four units total)  had their road numbers switched around when they were ready to be traded in, the numbers being swapped for accounting purposes.14

DS44-10 number 141 swapped numbers with 148, on October 22, 1972:
The original 141:1 was renumbured to 148:2 when it was traded in.
Then the original 148:1 was renumbured to 141:2, and then operated as the 141:2 for another two years.

Two S12's also swapped numbers, 236 and 242, also in 1972:
The original 236:1 was renumbured to 242:2 when it was traded in.
Then the original 242:1 was renumbured to 236:2.

The DS44-10's and the NW2's were the first LV switchers to arrive new in the "Cornell Red with three black stripes" scheme, the first units in each class were built in June 1949.


Road No. 2nd Road No.
 Year Blt. Model...... Class b/n Notes
140
6-1949 DS44-10
 DS6 74234
 Sold for scrap to PNC (D) 4/1974, scrapped.14 1990
141:1 148:2
 6-1949
 DS44-10 DS6 74235
 r# to 148:2 on 22Oct72, traded in 11-12/72 on GP38-2 order.14 1991
142
6-1949
 DS44-10 DS6 74598
 Traded in to GE 12/74 on U-boat order.14 1992
143
6-1949
 DS44-10 DS6 74599
 sold to PNC? E/72, and resold to KCS as trade-in material on KCS SD40-2 order.14 1993
144
1-1950
 DS44-10 DS6 74627
 sold to PNC 4-5/69 and scrapped 7/1969.14 1994
145
1-1950
 DS44-10 DS6 74628
 Traded to PNC 1/72 for RS3 219 and resold to KCS for trade-in on KCS SD40-2 order.14 1995
146
1-1950
 DS44-10 DS6 74629
 (same as 145)
 1996
147
1-1950
 DS44-10 DS6 74630
 (same as 145)
 1997
148:1
 141:2
 2-1950
 DS44-10 DS6 74631
 r# to 141:2 on 22Oct72, traded in 12/74 to GE on U-boat order.14 1998



...................







EMD NW2
Built 1949
        Rostered 1949 - 1976
The LV ordered seven new EMD NW2 switchers in 1949. The DS44-10's and the NW2's were the first LV switchers to arrive new in the "Cornell Red with three black stripes" scheme, the first units in each class were built in June 1949. Originally class DS6, they were later re-classified to ES10.

Six of the seven units made it to Conrail, and 182 (as CR 9244) was the oldest LV locomotive still on the Conrail roster in 1982.14


Road No. Year Blt. Model Class b/n Notes
180 6-1949
 EMD NW2
 DS6 / ES10
 8710
 to Conrail 9242, retired by CR in 1981.14 1999
181 6-1949 EMD NW2 DS6 / ES10 8711
 to Conrail 9243, retired by CR in 1981.14 2000
182 6-1949 EMD NW2 DS6 / ES10 8708
 to Conrail 9244, retired by CR in 1981.14 2001
183 6-1949 EMD NW2 DS6 / ES10 8709
 to Conrail 9245, retired by CR in 1981.14 2002
184 9-1949 EMD NW2 DS6 / ES10 9142
 to Conrail 9246, retired by CR in 1981.14 2003
185
 9-1949
 EMD NW2 DS6 / ES10 9143
 to Conrail 9247, retired by CR in 1981.14 2004
186
 9-1949
 EMD NW2 DS6 / ES10 9144
 Retired 1969, possibly traded in by PC.14 2005

There are no known surviving LV NW2's.
...................







Alco RS2 & RS3
                 Built 1949 - 1955
        Rostered 1949 - 1976

Since the careers of the LV RS2's and RS3's were so intertwined, I thought it made sense to have them share one section.

The LV's first Alco road switchers were five RS2's, 210:1, 211:1, 212,:1, 213 and 214, which arrived in mid-1949 and early 1950. Two more RS2's were then purchased in late 1950, originally owned by the C&O, who returned them to Alco nearly new. Then two new RS3's arrived at the end of 1950. This was the 9-unit RS2 and RS3 fleet for 20 years, LV 210 to 218, until the 1970's, when four more units arrived second-hand.

In June 1970 the LV performed a swap with its corporate parent Penn Central. Three of the LV's original RS2's, 210:1, 211:1 and 212:1, now 20 years old and worn out after a good career, were swapped to PC for three RS3's in better condition. For accounting purposes the three new units were given the same road numbers, becoming 210:2, 211:2 and 212:2. PC then traded in the RS2's on new PC units.

In January 1972 the LV purchased it's last Alco RS, buying the former Tennessee Central RS3 251, and giving it the highest LV RS3 number, number 219.

Four of the original units, RS2's 210:1, 213, 214, and RS3 215, were built new with steam generators, so they could be used as back-up passenger units if necessary.14 They were very seldom used in this capacity however, since the LV had the PA's for primary passenger service, and also four FA2's with steam generators for back-up passenger service. There are a few photos of the FA2's with steam generators in back-up passenger service, however I am not aware of any photos of a RS2 or RS3 in passenger service! It must have been very rare, and the units spent the vast majority of their careers as regular freight units.

The LV owned a total of 13 Alco RS2's and RS3's. the original 9 units were originally class BB9, they were later re-classed to DRS1. The units purchased new in 1949 and 1950 arrived new in the Cornell Red with three black stripes scheme, and the RS2's and RS3's as a group wore many different LV paintschemes over the course of their careers.
Road No. Year Blt. Model Class b/n Notes
210:1
 4/1949 Alco RS2
 BB9/DRS1
 76655
 Bought new by the LV, traded to PC in 1970.14 2006
211:1
 4/1949 Alco RS2
 BB9/DRS1 76656 Bought new by the LV, traded to PC in 1970.14 2007
212:1 3/1950 Alco RS2
 BB9/DRS1 77919 Bought new by the LV, traded to PC in 1970.14 2008
213 3/1950 Alco RS2
 BB9/DRS1 77920 Bought new by the LV, survived to Conrail.14 2009
214 3/1950 Alco RS2
 BB9/DRS1 77921 Bought new by the LV, survived to Conrail.14 2010
215
 11/1950
 Alco RS3
 BB9/DRS1 78367
 Bought new by the LV, survived to Conrail.14 2011
216
 11/1950
 Alco RS3
 BB9/DRS1 78368
 Bought new by the LV, survived to Conrail.14 2012
217
 5/1949
 Alco RS2
 BB9/DRS1 76826
 Originally C&O, bought by the LV 10/1950.
 2013
218
 5/1949
 Alco RS2
 BB9/DRS1 76827
 Originally C&O, bought by the LV 10/1950. 2014
210:2
 6/1952
 Alco RS3
 DRS1 79913
 nee PRR 8461, purchased by the LV in 1970.
 2015
211:2
 12/1953
 Alco RS3
 DRS1 80580
 nee PRR 8445, purchased by the LV in 1970. 2016
212:2
 12/1953
 Alco RS3
 DRS1 81802
 nee PRR 8601, purchased by the LV in 1970. 2017
219
 10/1950
 Alco RS3
 DRS1 78362
 nee Tenesee Central 251, purchased by the LV in 1971.
 2018

 
Only 211:2 survives today.
See the LV Survivors webpage for more detailed disposition information for all the units.
...................







Alco S1
    Built 1950
Rostered 1950 - 1969

The LV had four diesel models that only had a single representative on the roster: One Alco HH600, one Alco HH660, one Baldwin DRS44-15, and now the fourth and last single-unit order, one solitary Alco S1.

Why the LV ordered a single 660 hp Alco S1 in 1950, when it already rostered sixteen 1,000 hp S2's delivered over the previous decade, is a mystery! Perhaps the less horsepower was acceptable for a specific purpose the LV had in mind for the locomotive? The exact reason is unknown, but in any event the LV's only Alco S1 arrived new in 1950.

117 was delivered new in the "Cornell Red with three black stripes" scheme, and she was around long enough to receive a second scheme in Tuscan. She was sold by the LV in 1969 to Precision Engineering (a dealer) then she went to Goldkist corp No. 117, Valdosta GA, in 1970, and then to Vulcan Materials No. 5789, Geismar, LA, in 1978.14


Road No. Year Blt. Model Class b/n Notes
117 6-16-1950 Alco S1
 DS3
 77948
 see disposition info, above. 2019



...................







EMD SW7
Built 1950
     Rostered 1950 - 1976

LV 223, EMD Builders photo. Greg Gunshore collection.
The LV ordered five new SW7's from EMD in 1950. All five survived to Conrail, and were retired by CR in 1981 and 1982.
Originally class DS7, they were later reclassified to ES12.14

Road No. Year Blt. Model Class b/n Notes
220
 01-1950
 EMD SW7
 DS7 / ES12
 11185
 to Conrail 8875.14 2020
221
 12-1950 EMD SW7 DS7 / ES12 12467
 to Conrail 8876.14 2021
222
 12-1950 EMD SW7 DS7 / ES12 12468
 to Conrail 8877.14 2022
223
 12-1950 EMD SW7 DS7 / ES12 12469
 to Conrail 8875814 2023
224
 12-1950 EMD SW7 DS7 / ES12 12470
 to Conrail 8879.14 2024



...................






Baldwin S12
Built 1950
        Rostered 1950 - 1974


LV 243, Sayre PA - date and photographer unknown.
Greg Robbins collection, used with permission.

The LV seemed happy with Baldwin switchers, they kept going back for more. The third and final group of Baldwin switchers on the LV was a group of fourteen Baldwin S12's, ordered new in 1950. Originally class DS7, they were later reclassified as BS12.

The three Baldwin switcher models on the LV, the VO-1000, the DS44-10, and the S12, were all very similar models, with only incremental evolutionary changes between them. Between the three classes, the LV owned a total of 28 Baldwin switchers, and the one solitary Baldwin road switcher.

Even though the LV did appear to like Baldwin switchers, apart from the single road switcher (number 200, which was used more in a switcher role by the LV) the LV never bought any other Baldwin road units. Baldwin lost the diesel race and stopped producing diesel locomotives in 1956, the first of the major builders to cease production. (Alco would soldier on until 1969)

The S12's would be the final LV Baldwins, built in September and October of 1950. Originally class DS-7, they would later be reclassified as BS12.14 All arrived new in the "Cornell Red with three black stripes" scheme, and a few did survive to recieve a second paintscheme of Tuscan in the 1960's.

Like their nearly identical sisters the DS44-10's, The S12's served the LV well, operating through all of the 1950's and 1960's, and most surviving into the 70's. A few made it all the way to December 1974 and nearly recieved Conrail numbers on paper, but didnt make it to Conrail in the end, instead being traded-in on the U-boats. (No LV Baldwins made it to Conrail.)

234 and 240 were the last Baldwins on the LV, surviving to December 1974,
and probably traded to GE on the U23B order.14
 
An interesting roster note for a few of the DS44-10's and the S12's: A few of these Baldwins recieved new road numbers! Some of them (four units total)  had their road numbers switched around when they were ready to be traded in, the numbers being swapped for accounting purposes.14

DS44-10 number 141 swapped numbers with 148, on October 22, 1972:
The original 141:1 was renumbured to 148:2 when it was traded in.
Then the original 148:1 was renumbured to 141:2, and then operated as the 141:2 for another two years.

Two S12's also swapped numbers, 236 and 242, also in 1972:
The original 236:1 was renumbured to 242:2 when it was traded in.
Then the original 242:1 was renumbured to 236:2.


Road No. 2nd Road No.
 Year Blt. Model Class.......... b/n Notes...............
230
09-1950 Baldwin S12
 DS7 / BS12
 74952
 Sold for scrap to PNC, 1974.14 2025
231
09-1950 Baldwin S12 DS7 / BS12 74953
 Traded in to EMD on GP38-2 order, 1972.14 2026
232
09-1950 Baldwin S12 DS7 / BS12 74954
 Sold for scrap to PNC, 1975.14 2027
233
09-1950 Baldwin S12 DS7 / BS12 74955
 Traded in to EMD on GP38-2 order, 1972.14 2028
234
09-1950 Baldwin S12 DS7 / BS12 74960
 Retired 12/1974, probably traded to GE on U23B order.14 2029
235
09-1950 Baldwin S12 DS7 / BS12 74961
 Sold to PNC as trade-in on RS3 219.14 2030
236:1
 242:2
 09-1950 Baldwin S12 DS7 / BS12 74962
 Renumbered to 242:2, then traded in to EMD on GP38-2 order, 1972.14 2031
237
10-1950
 Baldwin S12 DS7 / BS12 74963
 Sold for scrap to PECO, 1969.14 2032
238
09-1950 Baldwin S12 DS7 / BS12 74964
 Scrapped by LV at Sayre, 9/1968.14 2033
239
09-1950 Baldwin S12 DS7 / BS12 74965
 Scrapped by LV at Sayre, 9/1968.14 2034
240
09-1950 Baldwin S12 DS7 / BS12 74956
 Retired 12/1974, probably traded to GE on U23B order.14 2035
241
09-1950 Baldwin S12 DS7 / BS12 74957
 Sold for scrap to PNC, 1974.14 2036
242:1
 236:2
 09-1950 Baldwin S12 DS7 / BS12 74958
 Renumbered to 236:2, then sold for scrap to PNC, 1974.14 2037
243
09-1950 Baldwin S12 DS7 / BS12 74959
 Sold for scrap to PNC, 1974.14 2038



...................






EMD SW8 
"The Pups"
Built 1950 - 1952
  Rostered 1950 - 1976



Lehigh Valley SW-8 269 and four other Pups lead the westbound "Hazelton Man" past the west end of the
 CNJ, in the Lehigh Gorge at Hetchel PA; June 14, 1970. Photo by Rich Taylor, used with permission.


LV 257 - Hazleton PA - 1968.
Houser Photo, Greg Gunshore Collection - Used with Permission.



LV 261 - Hazleton PA - October 3, 1968.
Houser Photo, Greg Gunshore Collection - Used with Permission.
The LV's EMD SW8's, affectionately known by railroad men and fans alike as "Pups", are one of the better known classes of LV locomotives, and certainty the most "famous" of LV switchers. They have earned their fame for several reasons:

1. They were the largest single class/type of LV diesels, 27 units.
2. They are also the single largest class of surviving LV units today, 17 still survive in 2017.
3. But they are most well-known because of the special features and special use of eighteen of them, very unusual for switchers: Eighteen of the SW8's were equipped with dynamic brakes! MU-capability on both ends, and headlights on both ends, features very uncommon for switchers, and the LV ordered these features so they could use them in multiple-unit lashups, often four or five together, in the coal fields of Pennsylvania, where the twisting, tight curves and grades made the smaller locomotives ideal. They were essentially used as "road units"! but on the twisting mountainous branch lines in the Anthracite coal fields. Quite an unusual sight!

18 of the LV's 27 SW8's were equipped with dynamic brakes and MU-capability, nine were not.22  The units with dynamic brakes are easily identifiable by a distinct dynamic brake "hump" just in front of the cab, with cooling grates on the side, and a fan on top: http://www.anthraciterailroads.org/lvrr/images/lv269agd.jpg

The concept of using switchers in multiple-unit lash-ups as pseudo "road units" was developed by xxxx? and in addition to "pups" they have also been known as "super switchers"

 SW8's 274, 275 and 276 were the last switchers purchased by the LV. The three were built in December 1952.14


 Some have said that *any* and all LV EMD switchers were called "pups", while others believe that it was only the "special" eighteen units with dynamic brakes, MU on both end, headlights on both ends, used in multiple-unit lashups, that were the ones called "Pups". Its unclear, however I believe the latter. The column for "Pup" in the list below gives a Y (yes) for the 18 SW8's with the special features, and a N (no) for the nine without.22
 

Road No. Year Blt. Model Class........... b/n Pup?
 Notes
250 12-1950 EMD SW8
 DS4 / ES8
 13151
 N
 		to Conrail 8664.14 2039
251 12-1950 EMD SW8 DS4 / ES8 13152
 N
 		to Conrail 8665.14 2040
252 12-1950 EMD SW8 DS4 / ES8 13153
 N
 		to Conrail 8666.14 2041
253 12-1950 EMD SW8 DS4 / ES8 13154
 N
 		to Conrail 8667.14 2042
254 12-1950 EMD SW8 DS4 / ES8 13155
 N
 		to Conrail 8668.14 2043
255 12-1950 EMD SW8 DS4 / ES8 13156
 N
 		to Conrail 8669.14 2044
256 08-1951 EMD SW8 DS4 / ES8 14027
 Y
 to Conrail 8670.14 2045
257 08-1951 EMD SW8 DS4 / ES8 14028
 Y
 		to Conrail 8671.14 2046
258 08-1951 EMD SW8 DS4 / ES8 14029
 Y
 		to Conrail 8672.14 2047
259 08-1951 EMD SW8 DS4 / ES8 14030
 Y
 		to Conrail 8673.14 2048
260 08-1951 EMD SW8 DS4 / ES8 14031
 Y
 		to Conrail 8674.14 2049
261 08-1951 EMD SW8 DS4 / ES8 14032
 Y
 		to Conrail 8675.14 2050
262 06-1951 EMD SW8 DS4 / ES8 14056
 Y
 		to Conrail 8676.14 2051
263 09-1951 EMD SW8 DS4 / ES8 14057
 Y
 		to Conrail 8677.14 2052
264 09-1951 EMD SW8 DS4 / ES8 14489
 Y
 		to Conrail 8678.14 2053
265 09-1951 EMD SW8 DS4 / ES8 14490
 Y
 		to Conrail 8679.14 2054
266 09-1951 EMD SW8 DS4 / ES8 14491
 Y
 		to Conrail 8680.14 2055
267 09-1951 EMD SW8 DS4 / ES8 14492
 Y
 		to Conrail 8681.14 2056
268 09-1951 EMD SW8 DS4 / ES8 14493
 Y
 		to Conrail 8682.14 2057
269 09-1951 EMD SW8 DS4 / ES8 14494
 Y
 		to Conrail 8683.14 2058
270 09-1951 EMD SW8 DS4 / ES8 14495
 Y
 		to Conrail 8684.14 2059
271 09-1951 EMD SW8 DS4 / ES8 14496
 Y
 		to Conrail 8685.14 2060
272 09-1951 EMD SW8 DS4 / ES8 14497
 Y
 		to Conrail 8686.14 2061
273 09-1951 EMD SW8 DS4 / ES8 14498
 Y
 		to Conrail 8687.14 2062
274 12-1952
 EMD SW8 DS4 / ES8 16974
 N
 		to Conrail 8688.14 2063
275 12-1952 EMD SW8 DS4 / ES8 16972
 N
 		to Conrail 8689.14 2064
276 12-1952 EMD SW8 DS4 / ES8 16973
 N
 		to Conrail 8690.14 2065


All 27 SW8's survived to Conrail, becoming CR 8664 - 8690. Conrail removed the dynamic brakes, taking out the internal brake apparatus under the hood, removing the side cooling grates and hood-top fan, plating over the openings, but leaving the "hump" itself intact. Many of the surviving "Pups" still show their distinctive "hump" today, just in front of the cab:


Wellsboro & Corning SW8 No. 800.
Originally LV 262.
Wellsboro PA, 2/14/2003, Scot Lawrence photo.

Click here for more photos of Wellsboro & Corning #800. Now (in 2017) North Shore 774.
...................






EMD F7 
Built 1950 - 1951
  Rostered 1950 - 1972



LV 572, February 15, 1971. Rich Taylor photo, used with permission.


The LV purchased it's third and final model of EMD cab units (after the FT's and F3's) in 1950 and '51, Fourteen EMD F7's.
The fourteen F7's were comprised of eight F7A's and six F7B's. They were ordered in three ABBA sets, plus two additional A-units.14

All were delivered new in the "Cornell Red with three black stripes" scheme, and a few got a second scheme of Tuscan. Originally class DF4, they later were reclassified as EF15.14

Being the newest EMD cab units, they survived the longest, and they survived longer overall than their Alco FA2 contemporaries (also from 1950 and '51). The first F7's were retired in 1967 and 1968, and two survived to 1972, along with two F3B's. The LV's final four cab units were:

F3B 513
F3B 521
F7A 562
F7A 572

All four were traded in to EMD during December 1972 on the GP38-2 order.14   No LV cab units, EMD or Alco, survived to Conrail.
Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1


































































...................







Alco FA2
         Built 1950 - 1951
Rostered 1950 - 1966


Two years after buying twenty FA1's from Alco, the LV returned for a second order of Alco freight cab units in 1950, this time ordering an additional twelve units. By this time the FA1 had been replaced by the FA2 in the Alco catalog.

The LV's dozen units came in the form of 8 FA2's and 4 FB2's, built between November 1950 and January 1951.
Originally class DF5, they were later reclassified as AF16.14

Road No. Year Blt. Model Class.......... b/n Notes.................
580
 11-1950 Alco FA2
 DF5 / AF16
 78276
 traded in to Alco, 1965/'66, on C628 order.14 1
582
 11-1950 Alco FA2 DF5 / AF16 78277
 traded in to Alco, 1965/'66, on C628 order.14 1
584
 11-1950 Alco FA2 DF5 / AF16 78278
 traded in to Alco, 1965/'66, on C628 order.14
586
 11-1950 Alco FA2 DF5 / AF16 78279
 traded in to Alco, 1965/'66, on C628 order.14
588
 11-1950 Alco FA2 DF5 / AF16 78280
 traded in to Alco, 1965/'66, on C628 order.14
590
 12-1950 Alco FA2 DF5 / AF16 78351
 traded in to Alco, 1965/'66, on C628 order.14
592
 04-1951 Alco FA2 DF5 / AF16 78624
 traded in to Alco, 11-1964, on C420 order.14 1
594
 04-1951 Alco FA2 DF5 / AF16 78625
 traded in to Alco, 1965/'66, on C628 order.14
581 11-1950 Alco FB2 DF5 / AF16 78283 traded in to Alco, 1965/'66, on C628 order.14
583 12-1950 Alco FB2 DF5 / AF16 78284 traded in to Alco, 1965/'66, on C628 order.14
585 04-1951 Alco FB2 DF5 / AF16 78657 traded in to Alco, 11-1964, on C420 order.14
587 04-1951 Alco FB2 DF5 / AF16 78658 traded in to Alco, 11-1964, on C420 order.14

The FA2's were the last cab units built for the LV, the last four, numbers 585, 587, 592 and 594, built in April 1951.14
As a class, they served 24 years on the LV, the last surviving until November 1964.


 Concerning the LV's "FA2's with steam generators"

(For simplicity, all twelve of the units are often called, as a group, "FA2's" even though some are B-units. This is common convention.)
Four of the LV's twelve FA2's had steam generators so they could be used as backup passenger locomotives if necessary. Their use as passenger locomotives was very uncommon however, and they spent the majority of their careers as standard freight units. The four units with steam generators were:

590 - FA2
594 - FA2
583 - FB2
587 - FB2

We know that FA2 590 and FB2 587 were both built new with steam generators.16.
But there is no early (1950 or 1951) record of 594 and 583 also being built with steam generators..but! we do know, from several sources, that "In 1955, FA/Bs Nos. 583 and 594 returned to Schenectady where they underwent several major mechanical changes, chief among the many upgrades was the installation of a new 1800-horsepower V-12 251 engine. For nearly a year the pair of prototype "FA-3s" served as rolling test beds and enabled Alco product development engineers to assess the new power plant's performance and rediness to replace the 244 engine. Alco re-installed the V12 244 prime movers in the two carbodies, which remained on the roster for another seven years.".26   So based on that, it is plausible to conclude that 590 and 587 were the first two built with steam generators, ordered new that way from Alco, then 594 and 583 likely received their steam generators in 1955 when they had their 251 engines installed as part of the 251 engine test project. More research is needed however, since this is not confirmed.

All four units had their steam generators removed in February 1960.21

These four units were always classified as FA2's and FB2's which just happened to have steam generators, they were never classified as FPA2 units, not by the LV, not by Alco, not by anyone. From 1950 until 2003, fifty two years, the world had never seen any reference to a LV FPA, ever, because they never existed. But unfortunately a bit of misinformation began with a book in 2003, then on the internet in 2005, which has led to a bit of confusion, although it is now mostly cleared up.

The original source of the LV FPA information is from a book published in 2003, see section 4, below, for details.

Then it continued on a railfan discussion forum in 2005, when someone made an innocent mistake. Someone assumed: "If it has a steam generator, then it must be a FPA, therefore the LV had FPA's" (I dont believe this original 2005 assumption was based on the Steinbrenner book, that connection wasn't made until a second railfan forum discussion in 2008.) Assuming the LV units should be called FPA's is a perfectly reasonable assumption, if made in a vacuum.. but it's also just a personal guess, a broad generalization, based on no data, and also completely wrong. That person was simply unaware of the history of the LV units. And unfortunately, because of the internet, that incorrect assumption has spread a bit, making its way into some website LV rosters and at least one magazine article. The website rosters have mostly been corrected, but the book and magazine article are unfortunate, because they now can't be corrected. But mistakes happen.

In an attempt to resolve this question once and for all, and to set the record straight permanently, I am going to list all known data, from both sides of the question, on this page.


Section 1  - Historic records referencing the LV units, that do not mention model FA2 or FPA2 at all: 

1.) Actual Alco builder records! it would seem that Alco itself would be the best source for resolving this question, what did Alco itself call the units in 1950 and 1951? but surprisingly, Alco is no help, because we do actually have the actual Alco production records from 1950 and 1951! that list the LV units! but, Alco was not actually using the term FA2 or FPA2 at that time on the lists, neither model designation is listed on the Alco records, here is an excerpt from the list showing the LV units:

R. Craig Rutherford collection, original source: Alco Historic Photos.30

 It was standard procedure for Alco at this time to not use the "regular" model names that we most commonly know today. instead, Alco internally referred to the FA2 as DL-212, the PA as DL-304, the RS2 as E-1661, etc.29

Also, those Alco records make no distinction whatsoever between the LV's "regular" FA2's and the two units that we know were built new with steam generators, the records are the same for both types of LV units.26

Also, for all FA2 and FPA2's, Alco gave the exact same designation to both models, both were model DL-212 (FA2 and FPA2) and model DL-213 (FB2 and FPB2).26
 
2.)  LV records recovered from Lehigh Valley Sayre Shops by Joseph Fabregas of Waverly, N.Y. Authorization for Expenditure (AFE's). These are the LV's own records from the same time period as the Alco records above, also from 1950 and 1951 when the units were ordered, the AFE says: "Purchase of two Alco diesel road freight units 590 (A) and 587 (B).   Delivered 11-15 and 12-3-51 respectively. Equipped with steam generator." Like the Alco records, they do not specifically say FA2 or FPA2 either, but they do say road freight units, in reference to the units with steam generators. They are described in the same way as the units without steam generators.


Section 2  - The evidence that Alco referred to any FA with a steam generator as a FPA, in a general sense, but not specifically referencing the LV units:

1.) There is one reference from Alco saying that any FA with a steam generator should be called a FPA, but! the reference is from 1965, fifteen years after the LV units were built, and so has no bearing on what was going on in 1950.

The letter is dated November 30, 1965, File 99-87, to Mr. J.V. Sylvester., and reads in part:

"An up-to-date listing follows of our locomotive model number and specification numbers together with their various designations.

The following explanation of the letters used for designating model numbers is offered.

S - Switcher
RS- Road Switcher
P - Road Passenger
F - Freight
FP - road Freight with steam generator
T - Transfer

You will notice that many model number designations are missing due to the recent preference for eliminating model numbers altogether. For some of the older models, no number was found to be available" .29

The letter then also lists the FA/B2 and the FPA/B2 having the same model numbers, DL-212 and DL-213.

This letter has occasionally been cited as "proof" that the LV units must have been FPA's, but its a poor reference for making that conclusion definitively, for several reasons:

1. It was written in 1965, which has no bearing on what did or didn't happen in 1950.

2. It appears to be an answer to a request for very general model information from someone from outside of the company, perhaps a hobbyist or someone writing an article.

3. The letter admits that the data is incomplete: "many model number designations are missing", "For some of the older models, no number was found to be available."

So its clearly not conclusive for what was happening with the LV units specifically in 1950. It was simply a reply to a request for some general model number information, and in 1965 it made sense for Alco to say, in a general sense, "FPA for an FA with a steam generator", but that reply is based on what the recipient of the letter needs, and is not in any way in-depth for the smaller nuances of every railroad and all the models the received, it's simply a generalization from 1965.
 
 
Section 3  - The evidence for the LV units with steam generators being called FA2's and FB2's:

1.) 1950 - LV records recovered from Lehigh Valley Sayre Shops by Joseph Fabregas of Waverly, N.Y. Authorization for Expenditure (AFE's). "Purchase of six 1,600 H.P. road freight "A" units and two 1,600 H.P. "B" units from Alco, delivered 11 and 12-1950. A Units 580, 582, 484, 586, 588, 590. Weight on rails, 242,950 lbs., tractive effort, 72,885 lbs. B-B wheel arrangement. Cost of each unit, $166,719.33. "B" units 581, 583, 1,600 H.P. Weight on rails, 242,590 lbs., tractive effort, 72,777 lbs. Cost of each unit, $149,870.20. "

(bold emphasis added)

2.) The LV's own classification of the locomotives. All twelve of the LV FA2's (the four with steam generators, and the eight without) all were given the same classification by the LV. All were originally class DF5, which stands for Diesel Freight, (and the 5 simply means "the 5th LV road unit type", FT, F3, FA1, F7, FA2, a not very useful numerical designation that was later corrected.) Then they were all later re-classified as AF16, which stands for Alco Freight 1600HP. If the four units with steam generators had a completely different locomotive model designation from the other eight units, such as FPA2 versus FA2, it seems logical that the LV would have put those four units in a different class..but they didn't, twice, because they were all officially FA2's and none were FPA2's.

Since the units were always FA2's, naturally this was reflected in all the LV books and rosters that were printed before (and after) 2003:

3.) 1972 - Book: The Railway and Locomotive Historical Society, Bulletin No. 126, Lehigh Valley Issue.
Compiled by William D. Edson from data supplied by C.T. Andrews and G.M. Best.
(this was written in 1972, while the LV still existed.)
LV Roster, page 100 and 101:
Class DF-5 B-B Diesel Electric Freight: 1600 HP (Model FA-2) A units.
580
582
584
586
588
590
592
594
Class DF-5 B-B Diesel Electric Freight: 1600 HP (Model FB-2) B units
581
583
585
587
 
4.) 1975 - Trains magazine: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles.
A 2-part article, both are available online:
http://ctr.trains.com/~/media/files/pdf/alcos-big-bid1.pdf
http://ctr.trains.com/~/media/files/pdf/alcos-big-bid2.pdf
The FA production roster in this article clearly states the the B&O, GN, L&N, MP all had FPA2's. and it also clearly states that the LV only had FA2's, including the LV's steam-generator equipped units:

See section 5 below for more detail on this article.

 
5.) 1982 - Magazine: Extra 2200 South, issue 77. Final LV roster by Dan Dover,
Research sources: J.W. Hulsman, Bert Pennypacker, Richard Jahn, Bob Wilt.
Roster, page 19:
"DF5    AF16   580-588 (even)    Alco FA2
  DF5    AF16   581,583               Alco FB2
  DF5    AF16   585,587               Alco FB2
  DF5    AF16   590                      Alco FA2
  DF5    AF16   592, 594              Alco FA2"


6.) 1982 - Magazine: Extra 2200 South, issue 77. Final roster by Dan Dover,
Research sources: J.W. Hulsman, Bert Pennypacker, Richard Jahn, Bob Wilt.
Photo of FA2 594, page 20, authors caption:
"Twelve FA/B2's were to be the Valley's last cab units with several fitted with steam generators for backup passenger service. A rare shot of 594, 583, 590 on special 14-car passenger train in nice down-on view. The same B-unit with two different A's, led by 580, await a more common freight assignment."


7.) 1982 - Magazine: Extra 2200 South, issue 77. Final roster by Dan Dover,
Research sources: J.W. Hulsman, Bert Pennypacker, Richard Jahn, Bob Wilt.
Roster, page 19, note 38:
1985 - Book: Volume V, A Pictorial Review, Sayre Pennsylvania and vicinity on the Lehigh Valley Railroad.
Published by the Valley Railroad Museum, Sayre PA.
Photo of FA2 590, page 28, authors caption: "#590 FA-2 Alco - New 11/50, rebuilt 2/62. K. Kramer photo."


8.) 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey.
LV roster, page 6:
"580 - 594, Alco FA/B2's"

9.) 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey. Photo on page 112 of unit 590, authors caption: "Shut down and still, FA2 590 awaits the morning shift..."

10.) 1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey. Photo on page 114 of unit 590, authors caption: "Steam generator equipped FA2 590 (the same unit seen a page back in the Sayre Shops) has drawn a railfan excursion to Auburn.."
 
11.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey.
LV roster, page 5:
"580 - 594, Alco FA/B2's"

12.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 36 of FA2's pulling a passenger train, authors caption: "Al Holtz didnt climb that slippery hill for just the shot of the local freight. Here's #28 the JOHN WILKES that same day behind an uncommon FA/FB2 combination." (the "John Wilkes" is a passenger train being hauled by the FA's, and the author specifically calls them a FA/FB2 combination.)

13.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 36 of FA2's pulling a passenger train, authors caption: "Moving quickly, Al was able to capture the rear end of #28 as it sped through Phillipsburg. Since the John Wilkes was still operating from Pittston/Wilkes-Barre at that time, it had a larger consist of seven cars and with most trains drawing two PA's during this snow period, the ambidexterous FA/FB2's came in handy."

14.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 46 of FA2's of XXXX, authors caption: "Utilizing FA's. As we saw earlier, the Valley sometimes used steam-equipped FA2's during seasonal rushes or on extras.."

15.) 1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey. Photo on page 119 of FA2 590, authors caption: "The best way to distinquish FA/B2's fromFA/B1's is the location of the radiator shutter opening. On FA2 #590 the roofline radiator (and rooftop cooling fan) is located above the rear truck, while on trailing FB1 #539 it is located at the extreme rear of the unit."

16.) 1993 - Book: Lehigh Valley Railroad, The New York Division, by Mike Bednar.
Page 137, LV Roster:
"580       Alco      74276      FA2      1600      1950       Traded to Alco 1965
  581       Alco      78283      FB2      1600      1950       Traded to Alco 1965
  582       Alco      74277      FA2      1600      1950       Traded to Alco 1966
  583       Alco      78284      FB2      1600      1950       Traded to Alco 1965
  584       Alco      74278      FA2      1600      1950       Traded to Alco 1965
  585       Alco      74276      FB2      1600      1951       Traded to Alco 1964
  586       Alco      78657      FA2      1600      1950       Traded to Alco 1965
  587       Alco      74279      FB2      1600      1951       Traded to Alco 1964
  588       Alco      78658      FA2      1600      1950       Traded to Alco 1965
  590       Alco      78351      FA2      1600      1950       Traded to Alco 1965
  592       Alco      78624      FA2      1600      1951       Traded to Alco 1966
  594       Alco      78625      FA2      1600      1951       Traded to Alco 1966"
17.) 1999 - Book: Lehigh Valley Railroad in Color, Volume 3, by Jeremy F. Plant and Richard T. Steinbrenner.
LV roster, page 7: 
"DF-5........580-594even........FA-2........Alco-GE........1600.......1950-51........590, 594 sg
  DF-5........581-597................FB-2........Alco-GE........1600.......1950-51........583 sg"

(Note that Richard Steinbrenner is the co-author of this book from 1999, that says FA2 for the LV steam-generator equipped units, but then he is also the original source of the FPA2 controversy, beginning with his 2003 Alco Centennial book. He is listed on both sides of the fence! ;)

18.) 2003 - Book: Trackside around Sayre-Towanda-Waverly with Lloyd Hall. by Jeremy F. Plant and Bill Caloroso.
Photo of FA2 594, page 73, authors caption:
"In August 1960 FA2 594 is moving a tank car past the Sayre station." .... "The highest numbered of the FAs, the 594 went as a trade-in to Alco in 1966."

19.) 2005 - Book: Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series.
By R. Craig Rutherford.
R. Craig Rutherford (who is also the author/creator of https://www.thedieselshop.us) literally "wrote the book" on the Alco FA series in 2005. This book has a chapter on each railroad that owned FA-series locomotives, including the LV. Every reference to LV units in this book refers to FA2's, even when discussing the steam-generator equipped units.
"The Railroad again turned to Alco-GE in 1950/1951 for more new units, this time the order was for eight FA-2's and four FB-2's."

20.) 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman.
LV roster, page 9:
"580-594 even........FA2........Alco-GE........1600........1950-1951........590, 594 = steam gen.
  581-587odd..........FB2........Alco-GE........1600........1950-1951........583 = steam gen."

21.) 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman. Page 26, photo of FA2 set, authors caption: "At East Penn Junction, Allentown, Charlie Houser, Sr. captured FA2 set 580-582 on October 12, 1952. The Alcos were delivered in the EMD inspired Cornell Red and black scheme as designed by Ben Dedek's 1945 FT paint rendition. On both EMD and Alco cab units even numbers were assigned to the A units, while odd numbers were assigned to the B units. Engine 580 was the class leader of the later FA2's, consisting of eight A units and four B units in which a number of A and B units could be combined depending on the power needs of the train. This was the building block concept of adding power as required designed by EMD mechanical engineer Dick Dilworth. Several FA2's were equipped with steam generators in the event they were called for passenger service. Engine 580 was traded to Alco in 1965 toward new C628 locomotives. (The Houser Collection)"


22.) 2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman. Page 26, photo of FA2 592, authors caption: "Not too long before her retirement in 1965 Bill Brennan captured paint-worn FA2 592 at Oak Island yard. Cab units 592 and 594 were the last FA2's acquired, both in April 1951, and having builders numbers 78624 and 78625.

So that's 22 individual references, from eleven individual books and magazines:
1972 - Book: The Railway and Locomotive Historical Society, Bulletin No. 126, Lehigh Valley Issue.
1975 - Trains magazine: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles.
1982 - Magazine: Extra 2200 South, issue 77.
1985 - Book: Volume V, A Pictorial Review, Sayre Pennsylvania and vicinity on the Lehigh Valley Railroad.
1989 - Book: Lehigh Valley Railroad in Color, Volume 1, by Robert J. Yanosey.
1991 - Book: Lehigh Valley Railroad in Color, Volume 2, by Robert J. Yanosey.
1993 - Book: Lehigh Valley Railroad, The New York Division, by Mike Bednar.
1999 - Book: Lehigh Valley Railroad in Color, Volume 3, by Jeremy F. Plant and Richard T. Steinbrenner.
2003 - Book: Trackside around Sayre-Towanda-Waverly with Lloyd Hall. by Jeremy F. Plant and Bill Caloroso.
2005 - Book: Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE/MLW FA Series.
                      By R. Craig Rutherford.
2007 - Book: Lehigh Valley Railroad in Color, Volume 4, by Mitchell E. Dackelman.

From 16 individuals, many of whom are well-known authors and railroad historians:

C.T. Andrews
 Mike Bednar
G.M. Best
Bill Caloroso
 Dan Dover
Mitchell E. Dackelman
William D. Edson
J.W. Hulsman
J. David Ingles
Richard Jahn
Bert Pennypacker
 Jeremy F. Plant
R. Craig Rutherford
Richard T. Steinbrenner
 Robert J. Yanosey
Bob Wilt

Also including:
The Railway and Locomotive Historical Society
Extra 2200 South magazine
The Valley Railroad Museum, Sayre PA

EVERY one of those sources above says the Four LV units that were equipped with steam generators were called Alco FA2's and FB2's. Data spanning 1950 to 2007. There is not one single mention of a FPA in any of those sources above.
They were always referred to a FA2's for:
57 years, 1950 to 2007.
22 known individual references. (and there are still more to be found)
16 authors and historians.
11 books and magazines.
2 historical societies.
1 well-known magazine (extra 2200 south) that specializes in compiling rosters and locomotive data.



Section 4  - The evidence for the LV units specifically, with steam generators, being called "FPA2's"

1.) One book - The American Locomotive Company: A Centennial Remembrance.
      by Richard T. Steinbrenner, 2003.

Richard Steinbrenner's excellent 2003 book is almost certaintly the original source of the LV FPA controversy. No record of a LV FPA had ever been seen before 2003. We dont know why Mr. Steinbrenner called the LV units FPA's, specific sources are not listed, it can only be assumed that he called them FPA's simply because he thought that's what they should be called, because they had steam generators. (or perhaps he based it from the 1965 letter, discussed above) I dont believe there were any specific Alco production records to make the FPA judgment, because the book says there were two LV FPA's (and if you did believe the "any FA with a steam generator must be a FPA" theory, you would need to count four of them) and in addition to the incorrect FPA nomenclature, the book does contain several other errors in relation to the LV.  But in fairness it should be noted that the book is about the entire history of Alco! an epic undertaking, and a great book on the subject..but, it is not a book specific to the LV by any means and does not go into great detail about the LV specifically. I'm a huge fan of Mr. Steinbrenner and his lifetime of work as a railroad historian, and when I began writing this section in 2017 I had hoped that perhaps I could attempt to contact him to ask his thoughts on this topic, but unfortunately I discovered that he passed away in January 2016.
 
There has also been the same speculation, online, that "If it has a steam generator, then it must be a FPA, therefore the LV had FPA's",  and as I said before, that's a perfectly reasonable assumption, if made in a vacuum..but it's also just a personal guess, a broad generalization, based on no data, and also completely wrong. This opinion was first seen on-line in 2005, after the publication of the Steinbrenner book in 2003.

Summary of all the data so far:
FA2.. FPA2
Alco or LV records for FA2 specifically,
in reference to the LV units:

 None.
 Alco or LV records for FPA2 specifically,
in reference to the LV units:

None.
.....................
Other records that say FA2 for the LV's
steam-generator equipped units:

Records spanning 57 years, 1950 to 2007
22 individual references, (detailed above) from books
      and magazines, which include:
16 individual authors and historians.
11 books and magazines. (including every LV book, the Alco
      FA book, and Extra 2200 south.)
2 Historical Societies
   -Valley Railroad Museum (now the Sayre Historical Society)
   -The Railway and Locomotive Historical Society
1 LV records that say "road freight" but not FA2.
1 LV's own classification of the units, DF5 and AF16.
    (for all 12 units)

 Other records that say FPA2 for the LV's
steam-generator equipped units:

Records spanning 1 year, 2003.
1 book.
1 author/historian. (who is also in the FA2 list)

Then, starting in 2005, internet references to LV FPA's have appeared.
...............


Section 5  - Other Railroads that received FA2's with steam-generators in the early 50's, what did they call them?

There were a total of Six railroads, (five US railroads and NdeM), who received FA2's and FPA2's equipped with steam generators from the Schenectady Alco FA2 and FPA2 production run: (this is not counting FPA2's built by MLW.)

Baltimore & Ohio
Great Northern
Lehigh Valley
Louisville & Nashville
Missouri Pacific
NdeM

What did those other railroads, besides the LV, call their steam-generator equipped FA's?

The oldest known collection of the FA2/FPA2 full roster data goes back to 1975, from an article in Trains magazine:
"Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles.
A 2-part article, both are available online:

http://ctr.trains.com/~/media/files/pdf/alcos-big-bid1.pdf
http://ctr.trains.com/~/media/files/pdf/alcos-big-bid2.pdf

And its important to note that 1975 was years before the internet, only 25 years after the units were built, only 10 years after most were retired, only 6 years after Alco ceased production, and now (as this is being written in 2017) 42 years in the past. This data is *much* closer to the original lifetimes of the locomotives, and the Alco company, than anything on the internet today..So what does it say?

It says very clearly that B&O, GN, L&N, MP and NdeM all owned FPA2's. and it does *not* mention, at all, that the LV owned FPA2's! The LV data only mentions FA2's.

Click here for the roster:
http://ctr.trains.com/~/media/files/pdf/alcos-big-bid1.pdf
 
So the data that says the LV was left out of the "FPA2 club" goes back a long way. 1975 is the earliest known compiling of the entire FA2/FPA2 production roster, and it clearly says only FA2's for the LV.

(The 2005 book "Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series." By R. Craig Rutherford, has a detailed chapter for each railroad that owned FA-series locomotives, and it also talks about FPA2's for the B&O, GN, L&N, MP, and NdeM, and also does not mention FPA's for the LV.)

 Another piece of data in that 1975 Trains magazine article further supports the fact that the LV only had FA2's and no FPA2's. It says total FPA2 production was 71 units, with 19 of those built by MLW, and it says FPB2 production was 24 units, with 14 being built by MLW. Can we line-up the known B&O, GN, L&N, LV, MP and NdeM production with those numbers? it turns out that yes, we can, exactly.

FPA2 - 71 units minus 19 for MLW = 52 Schenectady-built FPA2's. 24
FPB2 - 24 units minus 14 for MLW = 10 Schenectady-built FPB2's. 24

Sources for the numbers below are:
24. 1975 - Magazine article: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles.
                 Trains magazine, June and July 1975. (about the Alco FA series)
26. 2005 - Book: "Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series."
                  By R. Craig Rutherford.
B&O  -  10 FPA2 and 5 FPB2. 24 & 26
L&N   -   5 FPA2 and 3 FPB2. 24 & 26
GN      -   2 FPA2 and 2 FPB2. 24 & 26
MP      - 19 FPA2. 24 & 26
NdeM      - 16 FPA2. 24 & 26

 
The numbers add-up exactly! 52 FPA2's and 10 FPB2's built by Schenectady, and owned by B&O, L&N, GN, MP and NdeM. Where are the LV "FPA2's" in that list? They aren't there, they have never been included in the total roster of Schenectady-built FPA2's, because they never existed, because the LV never owned any FPA2's.

 All that evidence together is clear and overwhelming, and supports what LV fans and historians have always known:
The LV never owned any FPA's, Instead, they owned two FA2's and two FB2's that had steam generators.
...................







1951 Budd RDC1


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1951 EMD SW9


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1951 Alco S4

LV 167 in fresh Tuscan paint - Sayre PA - March 16, 1963
Jack Koehler / Greg Gunshore collection. - used with permission.


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1952 Alco RS3


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1956 EMD SW900M


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







EMD GP9
Built 1959
        Rostered 1959 - 1976



LV 300, Coxton PA, 1975 - Photographer unknown, Greg Robbins collection, used with permission.


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







EMD GP18
Built 1960
        Rostered 1960 - 1976

LV 304, Sayre PA - Photographer unknown, Greg Robbins collection, used with permission.

After the two GP9's of 1959, the LV placed another order with EMD for four more units the following year in 1960. However in that one-year span the GP9 had been replaced by the GP18 in the EMD catalog, so the LV received four new EMD GP18's in 1960. These would be the last high-hood units ordered by the LV, and the only LV EMD's ordered in the 1960's!

The LV's four GP18's; 302, 303, 304, and 305 arrived new in the "Cornell Red with three black stripes" scheme, but all four were later repainted: 302 and 303 got a second scheme of Tuscan, and went to Conrail in Tuscan. 305 also recieved a second scheme of Tuscan, then a third scheme of  "Late Cornell Red with billboard lettering and yellow stripe"

And 304 ended up being a unique GP on the LV roster. 304 was originally identical to her other three GP18 sisters, but she was involved in a wreck in late 1971 that damaged her heavily. 304's nose and cab was severely damaged in the wreck, so in June 1972 the LV sent the unit out to Paducah Kentucky to the Illinois Central's Paducah shops, who gave the 304 the full "Paducah Geep" rebuild treatment, with a new low-nose, new cab, and the distinctive Paducah Geep air filter on the roof. 304 returned to the LV unpainted, the LV then painted her at Sayre in the then-current "Late Cornell Red with billboard lettering and yellow stripe" scheme. All four units survived to Conrail, but were retired by Conrail in the early 1980's, and scrapped in 1985.


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1960 Alco RS11


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1964 Alco C420


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................






 
Alco C628
       Built 1964 - 1967
 Rostered 1965 - 1976


Thomas Boardman photo. Richard Vienna Collection. used with permission.

The largest diesels ever owned by the LV, the only 6-axle freight units, and the last Alcos ordered by the LV, were the Seventeen Alco C628's. The first seven units came new from Alco in November 1965, one was ordered as a wreck replacement in January 1967, and the remaining nine were second-hand Monon units, returned by the Monon to Alco, who then turned around and sold them to LV in December 1967, repainting them at the Alco plant before delivery.

All seventeen units arrived from Alco in the new "Snowbird" black & white scheme, (also called the "White Elephant" scheme), they were the only units in this paintscheme, and thirteen were later repainted to Tuscan or Red, while four (626, 632, 634, 636) made it Conrail still in the Snowbird scheme.14

Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







EMD GP38AC
Built 1971
       Rostered 1971 - 1976



Richard W. Jahn collection, used with permission.


Greg Robbins collection, used with permission, photographer unknown.
The LV ordered no EMD's for a solid decade! The four GP18's were ordered in 1960, then no other EMD's arrived on the roster until these four GP38AC's in 1971.

This wasn't because the LV had anything against EMD. EMD's ended up out-numburing Alcos on the LV diesel roster. It was only because the LV ordered twelve new Alco C420's in 1964, then Seventeen Alco C628's between 1965 and 1967. And most of the older locomotives ordered in the 50's were also still operating, so after the Centuries, no other locomotives were needed in the 60's! Alco just happened to get all the orders for new diesels in the 60's.

But Alco went out of business in 1969. New Alcos werent an option by the 70's, so the LV turned to EMD again for the latest in modern GP road units. The GP38AC was a fairly uncommon model in the GP family, wedged only for a short time between the GP38 and the GP38-2 in the EMD catalog.

The four LV GP38AC's were the first units in the new "Late Cornell Red with billboard lettering and yellow stripe" scheme. The large "billboard" helvetica "LEHIGH VALLEY" lettering on the long-hood first appeared on the Yellowjacket C420's in 1964. However the same style of lettering, but with Red paint, was first seen on the GP38AC's. This scheme would then become the last standard LV paintscheme, with the addition of nose stripes after the GP38AC's, also appearing new on the GP38-2's, the U-boats, and all Sayre repaints of older units from 1971 to 1976.

The four GP38AC's all became Conrail units, and as this is written in 2016, all four still exist! 40 years after the LV died, and 45 years after the units were built. In 2016 three have been rebuilt and are operating with Norfolk Southern, and one is now a FURX lease unit. See the LV survivors page for the latest status.


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1972 EMD GP38-2


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
  at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



...................







1974 GE U23B


Road No. Year Blt. Model Class b/n Notes
1 19 A
 B 6
 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1
1 19 A B 6 at Sayre.14 1



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The Lehigh Valley, like most other North-East US railroads, began a slow decline starting with the great depression in the 1930's. There was an uptick in traffic because of WWII, but after the war the decline continued. Highways, airlines, and the decline of coal for home heating and industrial use all contributed to the downfall of all of the "Anthracite Railroads" and other railroads. By this time the LV was controlled by the PRR and then Penn Central, whos epic crash in the early 1970's brought down the LV as well.

Although the LV would have clearly still failed even if it hadnt been under the PC umbrella, because the LV was one of four Class-1 railroads operating between New York City and Buffalo: LV, Erie, DL&W and New York Central. By the 1960's and 70's, only two of those four ancestral routes were necessary. The DL&W and the LV mainlines across central and western NY didnt survive, only the more active Erie main and the New York Central main survived.

The low point for north-east railroads came in the early 1970's, when the ill-fated Penn Central declared bankrupcy, and the LV soon followed. Our beloved LV was included in the plan for Conrail, which was created by the US government in an effort to save the north-east rail network, which it eventually did!

The Lehigh Valley's last day of existance was March 31, 1976. The following day, April 1, 1976, the LV ceased to exist and passed into history after 123 years of operation. On April 1, LV lines, locomotives and facilities were absorbed into the new Conrail system. Most LV locomotives became Conrail locomotives, except for the twelve Alco C420's and the twelve GP38-2's, which were transferred to the D&H.

I was born in Sayre in 1969. I was around for the last 7 years of the LV's existance, although since I was only 7 years old in 1976, I was too young to even be aware that the LV and the EL, running though my hometowns of Sayre and Waverly, were going away. I became a camera-toting teenage railfan in 1983, at the age of 14, and by then Conrail was well entrenched. Although LV power could still be seen! the D&H was still running former LV C420's and GP38-2's through Waverly every day, and LV ghosts could still be seen running through Waverly and Sayre on Conrail.


Conrail U23B 2780, the former LV 504, passes through Waverly NY in 1984.
Scot Lawrence photo.


And that same train, pulled by a single former LV U-boat, had a former LV caboose bringing up the rear!
Conrail Caboose 18622, former LV 95102. Waverly NY, 1984.
Scot Lawrence photo


I believe I witnessed the last Alco to pass through Sayre! and fittingly, it was a LV Alco. 1984, eight years after the end of the LV. D&H trains didnt normally run through Sayre, although they ran on the former EL (then Conrail) Southern Tier main every day from 1976 to 1991. (D&H was given traffic rights from Binghamton to Buffalo when Conrail was created.) So D&H trains were common through Waverly in the 80's. However, this day a D&H train detoured through Sayre! due to a derailment or a flood somewhere. This is very likely the very last time an Alco passed through Sayre! I can think of no reason why there would have been once since:


D&H Alco C420 number 407, the former LV 407, passes through Sayre PA in 1984.
Scot Lawrence photo.



Her Lehigh Valley heritage showing, (notice the LV nose stripes!) D&H 7317 passes through Waverly, NY in 1986.
Scot Lawrence photo. Click here for full-size version.


For the on-going history of LV locomotives since 1976,
please see the Lehigh Valley Railroad Survivors page.
...................









And the grand total!

The Lehigh Valley Railroad owned a total of 2,209 locomotives in its 123 year history.
1,848 Steam locomotives, 1853 to 1951.
323 Diesel locomotives, 1926 to 1976.
33 Gas-Electric locomotives, 1923 to 1953.
5 Electric locomotives, 1922 to 1949.



All-time roster (all locomotive types) break-down by builder:
(some numbers are rounded)
Baldwin - almost 1,000 locomotives. - 48%, nearly half the all-time roster!
LV's home shops - almost 500 locomotives total, 210 at Sayre. - 24%, about one quarter of the total roster.
Alco - over 300 locomotives. - 16% (less than you probably thought!)
EMD - 153 locomotives. - 7% (Diesels overall were only 15% of the total roster)
Misc. other builders - about 50 locomotives. - 2%
Mason - 48 locomotives. - 2%
GE - 20 locomotives. - 1%


Notes:
Interesting roster observations and trivia:

Steam roster break-down by wheel arrangement:
4-6-0  - 530 locomotives.
2-8-0  - 308
2-8-2  - 254
4-4-0  - 182
0-8-0  - 143
0-6-0  - 114
4-6-2  - 112
4-8-0  - 60
2-6-0  - 41
2-10-2  - 40
4-4-2  - 39
4-8-4  - 37
2-6-2  - 10
4-8-2  - 6
0-4-0  - 2
2-10-0  - 2
2-4-4T  - 2
2-2-0  - 1
2-2-2  - 1
0-6-6-0  - 1
2-4-0T  - 1
0-4-4T  - 1
4-2-4T  - 1

If you add those up, the number is 1888 locomotives. however that is *not* the total number of LV steam locomotives! ;) the actual number is 1848, forty less..why the discrepancy? it's because 40 locomotives on the roster had more than one wheel arrangement! ;) 40 are counted twice in the list above..but are only counted once in the total number of 1848 locomotives.



Diesel roster summary:



Diesel roster breakdown, by year introduced:
Model No. of Units Year introduced
AGEIR Boxcab 3 1924
Alco HH300 2 1931
Alco HH600 1 1932
EMC SW 6 1937
EMC NW1 11 1937
EMC/EMD SW1 6 1939
Alco HH660 1 1939
GE 44tom 3 1941
Alco S2 16 1942
Baldwin VO1000 5 1944
EMD FT 8 1945
Baldwin DRS44-15 1 1948
EMD F3 20 1948
Alco FA1 20 1948
Alco PA1 14 1948
Baldwin DS44-10 9 1949
EMD NW2 7 1949
Alco RS2 7 1949
Alco S1 1 1950
Alco RS3 6 1950
EMD SW7 5 1950
Baldwin S12 14 1950
EMD SW8 27 1950
EMD F7 14 1950
Alco FA2  12 1950
Budd RDC1 2 1951
EMD SW9 13 1951
Alco S4 2 1951
EMD SW900m 14 1956
EMD GP9 2 1959
EMD GP18 4 1960
Alco RS11 10 1960
Alco C420 12 1964
Alco C628 17 1965
EMD GP38AC 4 1971
EMD GP38-2 12 1972
GE U23B 12 1974



Diesel roster breakdown, by number of units:
Model No. of Units Year introduced
EMD SW8 27 1950
EMD F3 20 1948
Alco FA1 20 1948
Alco C628 17 1965
Alco S2 16 1942
Alco PA1 14 1948
Baldwin S12 14 1950
EMD F7 14 1950
EMD SW900m 14 1956
EMD SW9 13 1951
Alco FA2 12 1950
Alco C420 12 1964
EMD GP38-2 12 1972
GE U23B 12 1974
EMC NW1 11 1937
Alco RS11 10 1960
Baldwin DS44-10 9 1949
EMD FT 8 1945
EMD NW2 7 1949
Alco RS2 7 1949
EMC SW 6 1937
EMC/EMD SW1 6 1939
Alco RS3 6 1950
Baldwin VO1000 5 1944
EMD SW7 5 1950
EMD GP18 4 1960
EMD GP38AC 4 1971
AGEIR Boxcab 3 1924
GE 44tom 3 1941
Alco HH300 2 1931
Budd RDC1 2 1951
Alco S4 2 1951
EMD GP9 2 1959
Alco HH600 1 1932
Alco HH660 1 1939
Baldwin DRS44-15 1 1948
Alco S1 1 1950



What single locomotive type or class served the longest on the LV?
I would have thought it was the 2-8-0 Consolidations, who served 90 years, but the longest wheel
arrangement in continuous use were the 4-6-0 Ten Wheelers, who served with the LV for the entire steam era,
98 years, 1853 to 1951. (although the last had virtually nothing in common with the first, other than wheel arrangement)

Most numerous steam wheel arrangement on the LV:
4-6-0 Ten-Wheelers - 529 locomotives.

Longest lived Steam locomotive:
contender: LV 4-6-0 No. 4, one of the first 8 locomotives on the original LV roster of 1855,
is said to have been  rebuilt 3 times,  renumbured in 1905, (to 2597) and scrapped in 1916! For a total lifespan
of 61 years. (of course, being so heavily rebuilt, the locomotive that was scrapped in 1916 probably had very little of the original loco from 1855 remaining on it! ;) but it can arguably still be considered the same locomotive.)

Also, LV's inspection engine "Dorothy" lived nearly as long, but not quite.
She was built in 1884, and was scrapped during WWII in 1943, 59 years.
(although Dorothy would have changed much less over her career than the LV Ten-Wheeler No. 4, who would have been heavily  rebuilt and probably unrecognizable 61 years later.)

Largest single class of locomotives:
 The largest single class of identical locomotives on the LV was one hundred and twelve (112) 2-8-0w locomotives built for the LV by Baldwin between 1899 and 1902. Originally 1100 series, at the 1905 renumburing they were given numbers 701 - 812 and all placed into class M-35, the largest locomotive class ever on the LV.
M-35 class member LV 706 was the last LV 2-8-0 to operate, operating up to 1950.

Most numerous diesel model on the LV:
EMD SW8, 27 locomotives on the LV roster.
(they are also the largest class of surviving locomotives, Fifteen SW8 survivors in 2012)

Longest lived/oldest Diesel locomotive:
LV EMC SW1 No. 112, the oldest surviving LV locomotive, built in 1939, is 77 years old in 2016,
and is being  rebuilt, repainted and restored by Pennsy Railcar!
112 also had the longest service life with the LV of of any diesel, 37 years.


Most repeated road number:
Many locomotive numbers were repeated over the years, as older locomotives were retired and newer locomotives were given the same number. The most used single number on the LV was locomotive number 610, which was used five times, by four steam locomotives, and an Alco PA.

Note 1:
There was some conflicting, and missing/uncertain data concerning Southern Central locomotives.
The Connelly excel file2 had question marks in the SCRR data, such as:

Road No.
 Year blt.
 Type Builder b/n Notes

LV 448
 1870?
 4-4-0?
 Rogers?
 1726?
 named "Tioga"? - nee SCRR 10? to LV in 1886, gone by 1905

LV 449 1870? 4-4-0? Rogers? 1780? named "Cayuga"? - nee SCRR 15? to LV in 1886, gone by 1905
(and other locomotive data..data above is incorrect)

But the correct SCRR data has been found!
Herb Trice and Richard Palmer worked out the complete SCRR roster, and it can be found in the book
"A History of Railroads in Tompkins County" by Hardee Campbell Lee, 20086
Below is the full Southern Central Railroad roster, from that book:
SCRR No.6 LV No.
 Year blt.
 Type...... Builder b/n Notes
5 n/a
 1869
 		4-4-0
 		Rogers
 		1610
 		named "C.C. Dennis" (1st)
10 n/a 1870 4-4-0 Rogers 1713 named "Tioga" 
15 n/a 1870 4-4-0 Rogers 1761 named "Cayuga"
20 475 1870 4-4-0 Taunton 491 named "Auburn" - nee SCRR 20, to LV in 1886, gone by 19052
25 476 1870 4-4-0 Taunton 492 named "Owego" - nee SCRR 25, to LV in 1886, gone by 19052
30 448 1871 4-4-0 Rogers 1940 named "Tompkins"- nee SCRR 30, to LV in 1886, gone by 19052
35 450 1871 4-4-0 Mason 431 named "Cortland"- nee SCRR 35, to LV in 1886, gone by 19052
40 464 1872 4-4-0 Mason 449 named "Bradford"- nee SCRR 40, to LV in 1886, gone by 19052
45 254 1872 2-6-0 Rogers 2068 named "Fair Haven" - nee SCRR 45, to LV 254 in 1886,
to LV 1704 in 1905, sold to Southern Iron & Equipment Co. in 1905
50 299 1872 2-6-0 Rogers 2089 named "Lehigh Valley"- nee SCRR 50, to LV in 1886, gone by 19052
55 465 1872 4-4-0 Rogers 2096 named "C.C. Dennis" (2nd)- nee SCRR 55, to LV in 1886, gone by 19052
60 477 1878 2-6-0 Rogers 2475 named "Richford"- nee SCRR 60, to LV in 1886, gone by 19052
65 478 1878 2-6-0 Rogers 2476 named "Owasco"- nee SCRR 65, to LV in 1886, gone by 19052
70 253 1880 4-6-0 Baldwin 5145 named "Kansas"- nee SCRR 65, to LV in 1886, to LV 1029 in 1905, scrapped 1910
? 500 1870 4-6-0 Baldwin 2111 Purchased 11/1880 from Fall Creek & Bituminous Coal Co.  to LV 500,  rebuilt Sayre 1/1888, gone by 19056
75 479 1881 2-6-0 Rogers 2755 named "Sayre"- nee SCRR 75, to LV in 1886, gone by 19052
80 480 1881 2-6-0 Rogers 2756 named "Cato - nee SCRR 80, to LV in 1886, gone by 19052



Note 2:
Two of the main sources conflict on the origin of LV 4-6-2 Pacific No. 2088.
Source 2 says LV 2025, an Sayre built Pacific from 1917, was rebuilt into 2088 in 8/1926.
Source 11 says 2088 was built new by Alco and outshopped (or delivered) on 8/27/1926, which would make it the LV's last Pacific.


Note 3:
K6b class. Extra2200 south says K6b, but no K6! (how can you have a "sub class" like K6b if you have no K6?)
LV roster, source 11, says only class K6. there are also references to Class K-6s, presumably for "streamlined"
Class K-6s might not have been an official LV class, it could be a later railfan/historian invention.

.







Roster references, sources and footnotes.

1. Transcript of Record No. 570. Records and briefs of the United States Supreme Court. Oct 10, 1908.

2. Excel file, LV all time steam locomotive roster, compiled by Gene Connelly and shared by Allan Stanley.

3. Book: A History of the Lehigh Valley Railroad, "The Route of the Black Diamond" by Robert F. Archer, 1977

4. LVRR June 30, 1917 report.

5. Delaware, Susquehanna & Schuylkill / Lehigh Valley 2-6-0 "Mogul" Type Locomotives

6. Book: A History of Railroads in Tompkins County, by Hardee Campbell Lee, 2008

7. 2-8-0 consolidation type locomotives, from steamlocomotive.com

8. Book: The Fairlie Locomotive. by Rowland Abbot.

9. Book: The Gangly Country Cousin: The Lehigh Valley's Auburn Division. by Herb Trice, 2004.

10. Research by Richard Palmer, various documents. thank you Richard!

11. Official LVRR 1905 to 1952 Steam roster data. Records compiled and kept by the LV.
A 97 page list, an actual LVRR document, that chronicles the 1905 renumburing, what locomotives were renumbured, old and new numbers, etc, and it was also updated as new locomotives came along. It is essentially the LV's own record of its steam locomotive roster from 1905 to the end of steam in 1952! an amazing resource.. This list was shared by John Wilkes Rendle for this project, (yes, he is named after the LV passenger train! :) and it is from the collection of his father, Wade F. "Spike" Rendle. Wade was a LV employee, and saved the list from the Sayre Shops when the shops closed down. Thank you Wade and John!

12. Fifty First Annual Report of the Board of Directors of the Lehigh Valley Railroad to the Stockholders.
     published by the LVRR, 1905.


13. Lehigh Valley 2-10-2 "Santa Fe" Type Locomotives, on steamlocomotive.com
      http://www.steamlocomotive.com/santafe/?page=lv

14. Extra 2200 South Magazine. Lehigh Valley Roster, Parts 1 and 2, Issues 76 and 77, published in 1982.

15. Alco HH300 on "The Yardlimit" http://yardlimit.railfan.net/early/alco/hh300/index.html

16. Records recovered from Lehigh Valley Sayre Shops by Joseph Fabregas of Waverly, N.Y. Authorization for Expenditure (AFE's).

17 .Book: Out of Steam: Dieselization and American Railroads, 1920-1960, by Jeffrey W. Schramm, 2010.

18. Maple Leaf's' Snowy Last Run Was 25 Years Ago. Lvrr Passenger Service Came To Icy End 25 Years Ago. February 02, 1986, by RON DEVLIN, The Morning Call.

19. Photo of LV 102 in her 2nd scheme of "Cornell Red with three black stripes". Photo from the Guy Fluck collection.

20. FA2 /FB2 "594 and 583 were used to field test the new 12V-251 engines in 1954-55" appears in a modern self-published internet book, original source unknown. (does anyone know what "modern self-published internet book" this is? I cant find it.)

21. "According to a letter from C.L. Wagner, Chief of Personnel, Lehigh Valley Railroad to H.A. McMorran, General Chairman, BofLE and H.W. Riley, General Chairman, BofLF&E dated 11 February 1960, the steam generators were removed from units 583, 587, 590 and 594 on 09 February 1960. The weight on drivers for the 583 went from 257,000 to 241,000 pounds, on the 587 from 257,500 to 241,500 pounds, on the 590 from 257,700 to 242,400 pounds and on the 594 from 258,800 to 243,500 pounds."
source - post by TB Diamond: http://www.railroad.net/forums/viewtopic.php?f=89&t=51830

22. The LV SW8 Pups: http://www.anthraciterailroads.org/lvrr/modeling-the-lvrr/modeling-diesel-locomotives/emd-sw8-pups/

23. extra 220 south FA issue

24. 1975 - Magazine article: "Alcos Big Bid to be the Best, The million-miles-before-overhaul diesel" by J. David Ingles.
                 Trains magazine, June and July 1975. (about the Alco FA series)

25. Book: The American Locomotive Company: A Centennial Remembrance.
      by Richard T. Steinbrenner, 2003.

27. https://en.wikipedia.org/wiki/Talk%3AALCO_FA#DL204-DL207_Specification_Numbers

26. Book: Alco's FA, Running in the Shadow: An in-depth Look at the Alco-GE / MLW FA Series.
      By R. Craig Rutherford, 2005.
 
29. Alco documents from the R. Craig Rutherford collection.

30. Information provided by R. Craig Rutherford, email and phone correspondence.

31. Alco FPA2 roster, thedieselshop.us - https://www.thedieselshop.us/AlcoFPA2.html

 

Alco = Alco Schenectady (after 1901)
DS&S = Delaware Susquehanna & Schuylkill Railroad
EC&N = Elmira Cortland & Northern Railroad
GI&S - Geneva Ithaca & Sayre Railroad
LV BeM   = LV Beaver Meadow shops
LV Del      = LV Delano shops
LV Haz     = LV Hazleton shops
LV Sayre  = LV Sayre shops
LV S. Eas = LV South Easton shops
LV Wea    = LV Weatherly shops
LV Wilke  = LV Wilkes Barre shops
NJLW = New Jersey Locomotive Works
RhIsl = Rhode Island Locomotive works.
 Sch = Schenectady Locomotive Works (before Alco)
SCRR = Southern Central Railroad
So. Cent = Southern Central Railroad

t = tank locomotive
w = wooten fi rebox (camelback)
tw - tank/wooten/camelback
...................






Photo sources and LV links:

Camelback Steam Locomotives

 Lehigh Valley Railroad Survivors

Lehigh Valley's Bronx Terminal.

North East Rails.

Thanks to everyone who helped put this roster together! Thanks to Gene Connelly and Allan Stanley for the excel roster with the very early locomotive data than got this whole project going. Thanks to Wade F. "Spike" Rendle and his son John Wilkes Rendle for saving, then sharing the LV's own post-1905 steam locomotive roster. Thanks to Joe Fabregas for retreiving LV records from the Sayre shops in the 1970's, saving them from the dumpster and oblivion. Thanks to historians and authors Robert Archer, Mike Bednar, Frank Evans, Richard Jahn,  Richard Palmer, R. Craig Rutherford, Richard T. Steinbrenner, Paul Templeton, Herb Trice and Chuck Yungkurth for recording LV history, recording roster data, and writing great LV books.

 Thanks to the guys who have shared photos for this project: Peter Bellisario, Clint Chamberlin,
John Dziobko Jr., Frank Evans, Phillip M. Goldstein, Greg Gunshore, Richard Jahn,
Harry Owens, Edward J. Ozog, Richard Palmer, Greg Robbins, Richard Vienna, and Martin Zak.

And thanks to all the LV fans and historians out in LV internet forum land, the members of the LV forums on railfan.net,  railroad.net, and the LV facebook group. All you guys are awesome! this roster wouldnt exist without you..
thank you.

Scot Lawrence
Sayre PA, Waverly NY & Rochester, NY
(born Sayre Pa, the descendant of Four LV employees: Both Grandfathers and two Great Grandfathers!)

Page started February 2012.
Last updated April 20, 2017.

sscotsman@yahoo.com
Return to Scot's main page.
...................
 








To fix:

Dorothy - note that Lilliput was converted to a 4-2-4T

"Late Cornell Red with billboard lettering and yellow stripe" scheme



oy.2



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